基于多工况模式的复合型悬架平顺性研究

doi:10.19562/j.chinasae.qcgc.2024.11.014

Abstract

Abstract:

As a core component for regulating vehicle ride comfort， the performance of the suspension system directly determines the quality of vehicle driving. For the current problem of poor ride comfort during vehicle driving on complex roads， a composite suspension structure that is different from traditional suspensions is constructed in this paper， and the overall system architecture of this suspension is established. Firstly， in order to explore the vibration mechanism of the composite suspension of the complete vehicle， a dynamic model of the composite suspension of the complete vehicle is constructed. Secondly， combined with the complex driving requirements of the driver， a control strategy for the composite suspension system based on multiple operating conditions is constructed. The optimization effect is verified by different weighted RMS values of acceleration during vehicle driving， and the anti-air spring model is used to prove that the system can reduce the wear of the air spring. Finally， in the VI-Grade compact driving simulator， experimental verification is conducted based on the constructed complex operating conditions， and the test results of body vertical acceleration， roll angle acceleration， and pitch angle acceleration with and without control are compared. The experimental results show that the proposed composite suspension system can improve performance by 32.26%， 23.77%， and 7.38% under straight， curved， and braking conditions， respectively， through vehicle performance testing under complex conditions. It can effectively improve the ride comfort performance of vehicles while driving and solve the problem of air spring wear under normal driving conditions.

Key words: composite suspension system, ride comfort optimization, multi-condition control strategy, control strategy of switching working mode, multi-condition verification

Wen Sun,Chenyang Li,Junnian Wang,Xujun Wan,Guijun Liu,Wei Li. Research on Ride Comfort of Composite Suspension Based on Multiple Working Condition Modes[J].Automotive Engineering, 2024, 46(11): 2076-2090.

Figures/Tables 31

References 27

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车速	B级	C级	D级
30 km/h	0.016 7	0.031 0	0.032 9
50 km/h	0.018 9	0.037 8	0.037 9
70 km/h	0.021 6	0.042 4	0.042 7
90 km/h	0.024 9	0.048 2	0.048 3

车速	悬架类型	车身垂向加速度均方根值/（m·s^-2）	性能改善/%	车身侧倾角加速度均方根值/（m·s^-2）	性能改善/%	车身俯仰角加速度均方根值/（m·s^-2）	性能改善/%
30 km/h	传统悬架	0.039 7	30.47	0.004 8	18.75	0.329 6	12.59
30 km/h	复合型悬架	0.027 6	30.47	0.003 9	18.75	0.288 1	12.59
50 km/h	传统悬架	0.046 1	30.80	0.011 0	23.63	0.429 1	5.57
50 km/h	复合型悬架	0.031 9	30.80	0.008 4	23.63	0.405 2	5.57
70 km/h	传统悬架	0.053 7	34.63	0.014 8	56.75	0.500 7	2.98
70 km/h	复合型悬架	0.035 1	34.63	0.006 4	56.75	0.485 8	2.98
90 km/h	传统悬架	0.060 9	33.17	0.015 9	49.69	0.549 0	2.68
90 km/h	复合型悬架	0.040 7	33.17	0.008 0	49.69	0.534 3	2.68

转向盘转角	悬架类型	车身垂向加速度均方根值/（m·s^-2）	性能改善/%	车身侧倾角加速度均方根值/（m·s^-2）	性能改善/%	车身俯仰角加速度均方根值/（m·s^-2）	性能改善/%
60°	传统悬架	0.020 6	29.61	0.315 4	22.99	0.169 1	34.00
60°	复合型悬架	0.014 5	29.61	0.242 9	22.99	0.111 6	34.00
90°	传统悬架	0.024 1	30.29	0.315 6	25.57	0.181 9	32.55
90°	复合型悬架	0.016 8	30.29	0.234 9	25.57	0.127 7	32.55
120°	传统悬架	0.023 0	22.61	0.326 7	25.25	0.146 3	11.28
120°	复合型悬架	0.017 8	22.61	0.244 2	25.25	0.129 8	11.28
150°	传统悬架	0.025 5	12.55	0.339 7	15.07	0.172 5	22.55
150°	复合型悬架	0.022 3	12.55	0.288 5	15.07	0.133 6	22.55

车速	悬架类型	B级路面车身垂向加速度均方根值/（m·s^-2）	性能改善/%	C级路面车身垂向加速度均方根值/（m·s^-2）	性能改善/%	D级路面车身垂向加速度均方根值/（m·s^-2）	性能改善/%
30 km/h	传统悬架	0.034 0	2.35	0.034 8	2.59	0.045 1	23.72
30 km/h	复合型悬架	0.033 2	2.35	0.033 9	2.59	0.034 4	23.72
50 km/h	传统悬架	0.030 4	8.22	0.032 7	11.93	0.037 2	2.96
50 km/h	复合型悬架	0.027 9	8.22	0.028 8	11.93	0.036 1	2.96
70 km/h	传统悬架	0.027 9	2.88	0.041 0	3.66	0.040 8	1.23
70 km/h	复合型悬架	0.027 1	2.88	0.039 5	3.66	0.040 3	1.23
90 km/h	传统悬架	0.028 6	1.75	0.032 8	3.65	0.043 7	1.60
90 km/h	复合型悬架	0.028 1	1.75	0.031 6	3.65	0.043 0	1.60

Research on Ride Comfort of Composite Suspension Based on Multiple Working Condition Modes

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Figures/Tables 31

References 27

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