Characteristics Analysis of Electro-hydraulic Energy Regeneration Interconnected Suspension
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摘要: 为了提高馈能悬架的能量回收效果及动力学性能,提出了一种车辆电液馈能型互联悬架结构。根据流量/压降之间的关系,建立了整车7自由度与电液馈能型互联悬架的耦合数学模型,通过正弦激励对车辆电液馈能型互联悬架进行阻尼特性和馈能特性仿真。以四轮随机路面为输入,分析悬架对车辆的平顺性、行驶稳定性的影响。结果表明:阻尼力、馈能功率与激励频率、幅值成正比,馈能功率波动与之成反比,馈能效率随幅值、频率增大而先增大后减小;随机路面下,与被动悬架相比,电液馈能型互联悬架的俯仰模式、侧倾模式均可以改善动力学性能的同时实现振动能量的回收。Abstract: In order to improve the energy regeneration effect and dynamic performance of the energy regeneration suspension system, a new vehicle electro-hydraulic energy regeneration interconnected suspension structure is proposed in this paper. According to the relationship between flow and pressure drop of electro-hydraulic energy regeneration system, the coupled mathematical models oftheoverall vehicle with 7 degrees of freedom and the electro-hydraulic energy regeneration interconnected suspension system are established, and the damping characteristics and energy regeneration characteristics of the vehicle electro-hydraulic energy regeneration interconnected suspension are simulated through sinusoidal excitation. Takingstochastic road as input, the vehicle's ride comfort and driving stability are simulated and analyzed. The results show that the damping force and the energyregeneration power are proportional to the frequency and amplitude of excitation, and the fluctuation of the energyregeneration power is inversely proportional to them; the energyregeneration efficiency first increases and then decreases with the increase of the amplitude and frequency. On stochastic road, compared with passive suspension, the pitch mode and roll mode of the electro-hydraulic energyregeneration interconnected suspension can improve the vehicle'sdynamic performance while realizing the recovery of vibration energy.
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表 1 仿真参数
参数 数值 活塞直径$ {D_p} $/mm 40 活塞杆直径$ {D_r} $/mm 25 蓄能器体积$ {V_0} $/L 0.75 蓄能器预充气压力$ {P_0} $/bar 15 管路直径$ {d_p} $/mm 12 液压马达排量$ q $/(mL·r−1) 10 表 2 不同激励幅值馈能效率
振幅/mm 5 10 15 耗散能量/J 320.68 1061.64 1598.37 馈能效率/% 50.92 57.77 53.65 表 3 不同激励频率馈能效率
频率/Hz 1 2 3 耗散能量/J 300 1061.64 1490.13 馈能效率/% 49.91 57.77 53.61 表 4 模型仿真参数
参数 数值 簧载质量$ {m_b} $/kg 1440 前轮非簧载质量$ {m_{w1}} $,$ {m_{w2}} $/ kg 38.5 后轮非簧载质量$ {m_{w3}} $,$ {m_{w4}} $/kg 45.5 俯仰转动惯量$ {I_p} $/(kg·m2) 2440 侧倾转动惯量$ {I_r} $ /(kg·m2) 380 轮胎刚度$ {k_{t1}} $,$ {k_{t2}} $,$ {k_{t3}} $,$ {k_{t4}} $/(N·m−1) 192000 前悬架刚度$ {k_{s1}} $,$ {k_{s2}} $/ (N·m−1) 20000 后悬架刚度$ {k_{s3}} $,$ {k_{s4}} $/ (N·m−1) 23000 前轮至车身质心的距离$ a $/m 1.3 后轮至车身质心的距离$ b $/m 1.4 车辆轮距$ {B_r} $,$ {B_f} $/m 1.6 表 5 平顺性各指标均方根值
名称 簧载质量加速度/
(m·s−2)侧倾角加速度/
(rad·s−2)俯仰角加速度/
(rad·s−2)被动悬架 2.375 3.633 1.773 俯仰模式 2.363 3.768 1.549 侧倾模式 2.416 3.251 1.795 表 6 行驶稳定性各指标均方根值
名称 轮胎动载荷/N 悬架动挠度/m 被动悬架 3543.53 0.0427 俯仰模式 3220.39 0.0206 侧倾模式 3385.75 0.0360 -
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