Nonlinear Suspension Characteristic Control Methods for High-mobility Off-road Vehicles

doi:10.12382/bgxb.2024.0767

Abstract

Abstract:

To improve the mobility performance of off-road vehicles, this paper proposes a swing-cylinder hydro-pneumatic suspension system, which utilizes a high-pressure pneumatic principle and a back-pressure adjustable damping valve structure for the real-time adjustment of stiffness and damping characteristics. The vibration responses achieved by different stiffness control methods are comparatively analyzed using a single-wheel suspension model, and the fixed-point equations are derived for frequency-domain damping properties.A graded stiffness adjustment strategy and a frequency-domain hybrid damping control method are proposed. The effectiveness of the proposed method is verified through a single-wheel suspension dynamics model, and a high-mobility tracked vehicle dynamics model is established for the simulation analysis of a full-vehicle. The results show that the driving speed of off-road vehicle with the suspension employing the combined stiffness and damping control is increased by more than 25% compared with that of off-road vehicle with the traditional passive suspension under the actual road conditions of Kangzhuang, Yangbajing and Tuoli. These findings demonstrate the superior vibration suppression capabilities of the proposed control method, supporting the adaptive regulation of stiffness and damping characteristics of suspension system.

Key words: high-mobility off-road vehicle, nonlinear suspension, power indicator characteristics, frequency domain hybrid control, elasticity/damping characteristics adjustment

CLC Number:

U463.33

CHEN Yijie, ZHANG Yafeng, ZHENG Fengjie, XU Long, ZHENG Guanhui. Nonlinear Suspension Characteristic Control Methods for High-mobility Off-road Vehicles[J]. Acta Armamentarii, 2024, 45(11): 3806-3819.

Figures/Tables 32

Fig.1 Swing cylinder hydro-pneumatic suspension system configuration

Fig.2 Schematic diagram of swing cylinder hydro-pneumatic suspension parameters

Fig.3 Comparative analysis of different parameters of swing cylinder suspension

Fig.4 Schematic diagram of the structure of the back pressure adjustable damping valve

Fig.5 Velocity cloud diagram without damping control force

Fig.6 Velocity cloud diagram when applying maximum damping control force

Fig.7 Change curves of damping valve force under different working conditions

Fig.8 Swing cylinder suspension bench test

Fig.9 Power characteristic chart without applying damping control force

Fig.10 Indicator characteristics when applying maximum damping control force

Fig.11 High-pressure pneumatic regulation principle

Fig.12 Stiffness adjustment curve of high-pressure gas volume

Fig.13 1/4 suspension dynamics model

Table 1 1/4 Suspension simulation parameters

参数	数值	参数	数值
簧上质量m_s/kg	3030	控制可调阻尼c_f	0~3c_s
簧下质量m_u/kg	500	悬挂刚度k_s/(N·m^-1)	172250
悬挂阻尼c_s/(N·s·m^-1)	4569	车轮刚度k_u/(N·m^-1)	780000
控制基本阻尼c₀	c_s/2	—

Fig.14 Matching results of suspension stiffness and damping characteristics

Fig.15 Sprung mass acceleration with different suspension stiffnesses

Fig.16 Relative displacement of suspension with different stiffnesses

Fig.17 Unsprung mass acceleration with different suspension stiffnesses

Table 2 Comparison of vibration responses of different suspension stiffness control methods

响应均方根值	被动悬挂	2倍大刚度	0.5倍小刚度	行程变刚度	加速度变刚度
簧上质量加速度(m·s^-2)	6.35	12.85	2.64	3.47	2.85
悬挂相对行程/mm	103	110	112	113	108
簧下质量加速度/(m·s^-2)	61.2	60.38	58.22	60.55	60.19

Fig.18 Amplitude-frequency characteristics of sprung mass displacement to road excitation

Fig.19 Amplitude-frequency characteristics of unsprung mass displacement to road excitation

Fig.20 Amplitude-frequency characteristics of suspension relative travel to road excitation

Fig.21 Amplitude-frequency characteristics of sprung vibration acceleration

Fig.22 Comparison of amplitude-frequency characteristics of sprung acceleration

Fig.23 Comparison of amplitude-frequency characteristics of suspension travel

Fig.24 Comparison of amplitude-frequency characteristics of wheel relative displacement

Fig.25 Comparison of time domain characteristics of sprung acceleration

Fig.26 Comparison of time domain characteristics of suspension relative travel

Fig.27 Comparison of time domain characteristics of unsprung acceleration

Table 3 Comparison of vibration responses of different control strategies

响应均方根	被动悬挂	天棚阻尼控制	ADD阻尼控制	频域混合控制
簧上质量加速度/(m·s^-2)	6.37	7.06	5.46	5.34
悬挂相对行程/mm	53	46.7	69.2	64.6
簧下质量加速度/(m·s^-2)	91.46	89.2	120.74	119.54

Fig.28 Vehicle dynamics simulation environment

Fig.29 Simulated results of root mean square accelerations on three road surfaces

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