CN2544987Y - Hydraulic adjustable damping semi-active suspension for vehicle - Google Patents

Abstract

The utility model discloses a vehicle semi-active suspension with adjustable hydraulic damping, which comprises a hydraulically adjustable damping control valve composed of two regulating valves, a damping cylinder connected with the hydraulic adjustable damping control valve and an oil storage tank. It is a purely mechanical hydraulic damping network structure with low requirements for actuators; it adopts dynamic pressure feedback characteristics to adapt to various road conditions and the influence of time-varying factors of the suspension itself, and can realize active adjustable damping; The information of the hydraulic pressure inside the vibration cylinder reflects the vibration conditions of the road surface and its vehicles, so it does not require various additional sensors to realize signal conversion, which greatly reduces the cost of the entire system, and the reliability and performance of the entire system can be improved. Good guarantee. The utility model has a wide range of applications, and it can be used for cars, racing cars, and high-end station wagons; it can also be used as vibration damping and vibration isolation components for various vehicles and devices.

Description

A vehicle semi-active suspension with adjustable hydraulic damping

Technical field

The utility model relates to a device combined with a spring and a shock absorber, in particular to a vehicle semi-active suspension with adjustable hydraulic damping.

Background technique

The concept of semi-active suspension was proposed by Crosby et al. in the 1970s, and its mass production application began in the early 1980s, when the first generation of variable damping shock absorbers were introduced, but its improvement in suspension performance was Very limited; in the early 1990s, F.H.Besinger, R.Rajamary, Robin and others also conducted their own research on semi-active suspensions, and made a lot of experiments; in recent years, semi-active suspensions and their active damping can be adjusted Shock absorbers have been developed into corresponding products.

In general, semi-active suspensions are still far from being accepted by the industry. One of the reasons is the lack of a truly reliable and cheap adjustable damper. On the other hand, there are still many problems to be explored and solved in theory. The current research status of the entire semi-active suspension system, to a large extent, has continued the original idea, mainly for the design and control algorithm research of the corresponding electronically controlled active damping adjustable shock absorber. It has high requirements for the hardware and software of the system. For example, in terms of hardware, it requires intelligent integrated sensors with fast response and excellent performance, actuators with strong anti-pollution ability, and high-performance microprocessors that can be used for real-time control; in terms of software, it also requires It is necessary to use the combination of nonlinear theory and intelligent control theory to develop new theories that can be used for real-time control. However, these technologies cannot be solved well at this stage. The application of many sensors, high-end actuators and high-performance processors will inevitably increase the cost of the entire system, and the reliability and performance of the entire system cannot be well guaranteed.

Contents of invention

The utility model provides a vehicle semi-active suspension with adjustable hydraulic damping, which has a simple structure, low requirements on actuators, reliable performance, and can adapt to various road conditions and the influence of time-varying factors of the suspension itself in a wide range.

The utility model comprises a hydraulically adjustable damping control valve composed of two regulating valves, a damping cylinder and an oil storage tank connected with the hydraulically adjustable damping control valve. The upper chamber of the damping cylinder is connected to one end of the check valve of the first regulating valve, one end of two series-connected fixed orifice dampers, and one end of the variable orifice damper through the first oil passage; the damping cylinder The lower chamber of the lower chamber is connected with the other end of the one-way valve of the first regulating valve, the other end of the two series-connected fixed orifice dampers, and the other end of the variable orifice damper through the second oil circuit. The lower chamber is connected to one end of the check valve of the second regulating valve, one end of two series-connected fixed orifice dampers, and one end of the variable orifice damper through the second oil passage; the one-way valve of the second regulating valve The other end of the two fixed orifice dampers connected in series and the other end of the variable orifice damper are connected to the oil storage tank through the third oil circuit.

The utility model has the following characteristics:

1) The structure is simple, it is a purely mechanical hydraulic damping network structure, which has low requirements for actuators, good reliability and is easy to implement on vehicles;

2) The performance is good. Due to the dynamic pressure feedback characteristics inside the hydraulic damping network, it can adapt to various road conditions and the influence of the time-varying factors of the suspension itself in a wide range, and can realize actively adjustable damping. It has electronically controlled semi- Most functions of active suspension;

3) The price is cheap, because it directly reflects the vibration condition of the road surface and the vehicle through the information of the hydraulic pressure inside the damping cylinder, so it does not need various additional sensors to realize signal conversion, which greatly reduces the cost of the entire system. And the reliability and performance of the whole system can be well guaranteed.

The utility model has a wide range of applications, and it can be used for cars, racing cars, and high-end station wagons; it can also be used as vibration damping and vibration isolation components for various vehicles and devices.

Description of drawings

Fig. 1 is a schematic structural diagram of a vehicle semi-active suspension assembly with adjustable hydraulic damping.

Detailed ways

As shown in Figure 1, a vehicle semi-active suspension with adjustable hydraulic damping of the utility model includes a hydraulically adjustable damping control valve 2 composed of two regulating valves V ₁ and V ₂ , and a hydraulically adjustable damping control valve 2 Connected damping cylinder 1 and oil storage tank 3; the upper chamber of the damping cylinder 1 is connected to one end of the one-way valve B ₁ of the first regulating valve V ₁ through the first oil passage a, and two fixed orifices connected in series One end of the damper R ₁ , R ₂ and one end of the variable orifice damper R ₅ are connected; the lower chamber of the damping cylinder 1 is connected to the other end of the one-way valve B ₁ of the first regulating valve V ₁ through the second oil passage b One end, the other end of the two series fixed throttle dampers R ₁ and R ₂ , and the other end of the variable throttle damper R ₅ are connected, and the lower chamber of the damping cylinder 1 is connected to the second One end of one-way valve B _{2 of regulating valve V 2 ,} one end of two series fixed orifice dampers R ₃ and R ₄ , one end of variable orifice damper R ₆ are connected; the second regulating valve V ₂ The other end of the one-way valve _B2 , the other end of the two series fixed orifice dampers _R3 and _R4 , and the other end of the variable orifice damper _R6 are connected to the oil storage tank 3 through the third oil passage c. In the figure, m ₁ and m ₂ are the mass of the wheel and the body, and K ₁ and K ₂ are the tire and suspension spring stiffness.

Under good road conditions and smooth running of the vehicle body, when the damping cylinder is stretched, the piston moves upwards, and the oil in the upper chamber flows into the hydraulic adjustable damping control valve from the oil passage a, and under the action of the feedback spring _S1 , the variable throttle The port damper R ₅ is closed, and the oil only flows to the lower chamber of the damping cylinder through the fixed orifice dampers R ₁ and R ₂ , at this time, a large tensile damping force is generated, and at the same time, the oil in the oil storage tank passes through the one-way Valve B ₂ flows to the lower chamber of the damping cylinder to replenish oil in time; when the damping cylinder is compressed, the piston moves downward, and the oil in the lower chamber flows into the hydraulic adjustable damping control valve from oil circuit b, and part of it passes through the one-way valve B ₁ The flow flows to the upper chamber of the damping cylinder, and the other part passes through the fixed orifice dampers R ₃ and R ₄ from the oil circuit c to the oil storage tank. Under the action of the feedback spring S ₂ , the variable orifice damper R ₆ is closed. It can generate a large compression damping force to meet the comfort and safety requirements of the vehicle under good road conditions.

Under harsh road conditions and body vibration excitation conditions, when the damping cylinder is stretched, the piston moves upward, and the oil in the upper chamber flows into the hydraulic adjustable damping control valve from the oil port a, and part of the oil passes through the fixed orifice damper R ₁ and R ₂ flow to the lower chamber of the damping cylinder, under a larger pressure difference, the variable orifice damper R ₅ opens, and another part of the oil can flow to the lower chamber of the damping cylinder through R ₅ , at this time a small At the same time, the oil in the oil storage tank flows to the lower chamber of the damping cylinder through the check valve _B2 to replenish oil in time; when the damping cylinder is compressed, the piston moves downward, and the oil in the lower chamber is supplied by the oil circuit b flows into the hydraulic adjustable damping control valve, part of it flows through the check valve B ₁ to the upper chamber of the damping cylinder, at this time the variable orifice damper R ₆ opens under a large pressure difference, and the other part passes through the fixed orifice Dampers R ₃ , R ₄ and variable throttle damper R ₆ flow back to the oil storage tank from the oil passage c, and generate a small compression damping force to meet the comfort of the vehicle under severe road conditions and security requirements.

Under the continuous driving condition of the whole vehicle, due to the dynamic pressure feedback effect inside the adjustable damping control valve, the variable orifice damper keeps opening and closing repeatedly. By reasonably designing the size of each orifice and the stiffness of the feedback spring And the corresponding adjustment valve feedback area can make the vehicle adaptively adjust the suspension damping size according to the driving road conditions and the speed of the vehicle to realize the optimal control of the semi-active suspension.

Claims (1)

1. vehicle semi-active suspension that hydraulic damping is adjustable, it is characterized in that: it comprises two control cock [V ₁], [V ₂] the hydraulic pressure adjustable damping control cock [2] formed, the cushion cylinder [1] that links to each other with hydraulic pressure adjustable damping control cock [2], petrol storage tank [3]; Cushion cylinder [1] epicoele through first oil circuit [a] and the first control cock [V ₁] check valve [B ₁] an end, two series connected fixed throttle port damper [R ₁], [R ₂] an end, settable orifice damper [R ₅] an end link to each other; The cavity of resorption of cushion cylinder [1] is through second oil circuit [b] and the first control cock [V ₁] check valve [B ₁] the other end, two series connected fixed throttle port damper [R ₁], [R ₂] the other end, settable orifice damper [R ₅] the other end link to each other, the cavity of resorption of cushion cylinder [1] is through second oil circuit [b] and the second control cock [V ₂] check valve [B ₂] an end, two series connected fixed throttle port damper [R ₃], [R ₄] an end, settable orifice damper [R ₆] an end link to each other; Second control cock [the V ₂] check valve [B ₂] the other end, two series connected fixed throttle port damper [R ₃], [R ₄] the other end, settable orifice damper [R ₆] the other end connect petrol storage tank [3] through the 3rd oil circuit [c].

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