为了解决传统半主动悬架减振器有限的阻尼调节范围很难满足所有控制策略要求的问题，提出了刚度和阻尼偶联可调的一体式悬架减振支柱结构。介绍了该减振支柱的结构组成、阻尼和刚度的调节原理与耦合关系，分析了新型减振支柱的非线性刚度和阻尼特性。建立了采用新型减振支柱的二自由度半主动悬架系统模型，运用MATLAB/SIMULINK对半主动悬架模型进行仿真计算。根据仿真结果得到了路面条件、车速、悬架阻尼和空气弹簧初始气压对半主动悬架性能的影响规律。仿真结果显示：在三种典型路面和车速工况下，当减振器的阻尼状态为“高”、空气弹簧的初始气压为0.4 MPa时，半主动悬架的车身加速度、轮胎动载荷和悬架动行程分别比原车被动悬架至少降低6%、10%和18%。表明采用新型减振支柱的半主动悬架可以根据车辆行驶工况，对减振支柱的刚度特性和阻尼特性进行匹配，实现降低车身加速度、轮胎动载荷和悬架动行程的目标，从而改善车辆行驶平顺性、行驶安全性以及机动性。%In order to solve the problem that the limited damping of traditional semi-active suspen-sion damper is difficult to meet all the requirements of the control strategy. Coupled stiffness and damping adjustable suspension strut integrated structure was studied. The structure of the new stiff-ness and damping adjustable shock strut, the regulating theory and coupling relationship between stiffness and damping were discussed. Nonlinear stiffness and damping characteristics of the new strut was analyzed. Two degree of freedom semi-active suspension system model using the new strut was set up, the simulation of the semi-active suspension model was finished with MATLAB/SIMU-LINK. According to the results of simulation, influence of the initial pressure, road conditions, speed, and air spring initial pressure on the performance of semi-active suspension were found. The simulation results show that in three typical road and vehicle speed conditions, when the shock ab-sorber damping state is“high”, the air spring initial pressure is 0. 4 MPa, comparing with the origi-nal passive suspension, body acceleration, tires dynamic load and suspension distorsion of semi-ac-tive suspension were respectively reduced at least by 6%, 10% and 18%. The semi-active suspen-sion of new strut can match the stiffness and damping characteristic of the shock strut in different ve-hicle operating conditions and achieve the reduction of body acceleration, tires dynamic load and suspension distorsion, thereby improve vehicle ride comfort, driving safety and mobility.
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