CN115112340A - Multi-degree-of-freedom vibration decoupling control method for front and rear shock absorbers in side-slip test - Google Patents
Multi-degree-of-freedom vibration decoupling control method for front and rear shock absorbers in side-slip test Download PDFInfo
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Abstract
The invention provides a multi-degree-of-freedom vibration decoupling control method for a front-mounted damper and a rear-mounted damper in a sideslip test, and belongs to the technical field of vibration control of wind tunnel experiment models. The method comprises the following steps: step one, building a mechanical system of the multi-freedom-degree vibration front and rear shock absorber of the high aspect ratio model, wherein the method comprises the following steps: mounting piezoelectric ceramics at a front shock absorber and a rear shock absorber, pre-tightening the piezoelectric ceramics, mounting the rear shock absorber on a middle bracket of a curved knife, and then sequentially mounting a support rod, the front shock absorber, a balance and a model; step two, carrying out ground test on the vibration suppression function of the front and rear shock absorbers; and step three, performing a wind tunnel test, and dynamically adjusting control parameters according to the vibration suppression effect of the system in the blowing process. The technical problem of poor vibration suppression effect is solved. The maximum capacity of the front and rear shock absorbers is exerted, and the aims of coupling and interference possibly generated in the transverse direction and the longitudinal direction are avoided.
Description
Technical Field
The application relates to a decoupling control method, in particular to a multi-degree-of-freedom vibration decoupling control method for front and rear shock absorbers in a sideslip test, and belongs to the technical field of vibration control of wind tunnel experiment models.
Background
Under the action of broadband airflow pulsation excitation, the large-aspect-ratio civil aircraft model vibrates in multiple degrees of freedom such as the transverse direction and the longitudinal direction, and a vibration suppression system which has the characteristics of modularization, small influence on the appearance and the rigidity of a supporting rod, high load output capacity and wide frequency adjustment range needs to be developed. In order to expand the attack angle range of the longitudinal test to the buffeting attack angle, the combined damping algorithm research of the front shock absorber and the rear shock absorber needs to be carried out.
In the "Development of a Wind channel Active Vibration Reduction System" by Balakrishna et al, a load cell balance is used as a Vibration signal collector, and the collected signal is used as a feedback signal to realize Active control of model Vibration. However, balance signals are very weak, and are very easily interfered by high-voltage piezoelectric ceramic driving signals, and the wind tunnel environment is complex, and has a strong electric field and a strong magnetic field, which affect the feedback of vibration signals, thereby causing inaccurate control of the high-voltage piezoelectric ceramic vibration suppression device and affecting the vibration suppression effect.
In application research of artificial neural networks in piezoelectric active vibration reduction systems and vibration active control technology research based on iterative learning control, Nanjing aerospace university, Chenweidong and the like in 2013, an acceleration sensor is adopted to acquire vibration signals and feed the vibration signals back to a controller so as to realize active control of model vibration. However, this solution only mounts the piezoelectric damper at one point of the strut.
In the coordinated vibration suppression method of the front and rear vibration suppressor for wind tunnel supporting rod, the instantaneous displacement of the tail end of the supporting rod is obtained by adopting a mode of twice integration of acceleration in Liu Wei, Jiang Yufeng, Liu Wei and the like of the university of great continuousness work in 2020, and further the instantaneous deviation of the rotating angle of the supporting rod is obtained, but the scheme of using twice integration of an accelerometer may introduce larger errors, and the actual vibration suppression effect is influenced.
Disclosure of Invention
The following presents a simplified summary of the invention in order to provide a basic understanding of some aspects of the invention. It should be understood that this summary is not an exhaustive overview of the invention. It is not intended to determine the key or critical elements of the present invention, nor is it intended to limit the scope of the present invention. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is discussed later.
In view of the above, in order to solve the technical problem of poor vibration suppression effect in the prior art, the invention provides a multi-degree-of-freedom vibration decoupling control method for a front-mounted damper and a rear-mounted damper in a sideslip test, which comprises the following steps:
step one, building a mechanical system of the multi-freedom-degree vibration front-rear shock absorber of the high-aspect-ratio model, wherein the method comprises the following steps: mounting piezoelectric ceramics at a front shock absorber and a rear shock absorber, pre-tightening the piezoelectric ceramics, mounting the rear shock absorber on a middle bracket of a curved knife, and then sequentially mounting a support rod, the front shock absorber, a balance and a model;
step two, carrying out ground test on the vibration suppression function of the front and rear shock absorbers, wherein the specific method comprises the following steps: the natural frequency of the system is measured by a hammering method, namely a rubber hammer single-time hammering model is used, the measured time domain signal of the accelerometer is analyzed by fast Fourier transform, and the frequency at the peak of the obtained frequency spectrum curve is the natural frequency of the system. Setting the band-pass filtering frequency of the accelerometer to a range capable of reserving the natural frequency of the system, and respectively adjusting the control parameters of the front shock absorber and the rear shock absorber;
and step three, performing a wind tunnel test, and dynamically adjusting control parameters according to the vibration suppression effect of the system in the blowing process.
Preferably, the method for adjusting the control parameters of the front shock absorber and the rear shock absorber is as follows: the method comprises the steps that accelerometers are installed in the horizontal direction and the vertical direction of the mass center of a model, transverse and longitudinal acceleration values are obtained by the accelerometers according to the motion of the model, transverse vibration moment and longitudinal vibration moment are obtained by calculation according to the transverse and longitudinal acceleration values, different control modes are given according to the vibration moment to put into front and rear shock absorbers, and the control modes comprise a control mode of the front and rear shock absorbers before and after the longitudinal vibration moment is put into and a control mode of the front and rear shock absorbers before and after the transverse vibration moment is put into.
Preferably, the control modes of the longitudinal vibration torque input front and rear dampers include:
step two, when the longitudinal vibration moment is less than or equal to the piezoelectric ceramics of the rear shock absorber, the longitudinal vibration moment is lower than or equal to the longitudinal vibration moment converted from the upper limit of the output capacity, the longitudinal vibration moment is only actuated;
secondly, when the longitudinal vibration moment is larger than the piezoelectric ceramics of the rear shock absorber, and is not smaller than or equal to the longitudinal vibration moment converted by the upper limit of the output capacity of the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the rear shock absorber actuates;
thirdly, when the longitudinal vibration moment is larger than the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, and the upper limit of the output capacity is converted into the longitudinal moment and is smaller than or equal to the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber actuate;
fourthly, when the longitudinal vibration moment is larger than the sum of the longitudinal moments converted by the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-III and is smaller than or equal to the sum of the longitudinal moments converted by the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-III, the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-IV actuate;
fifthly, when the longitudinal vibration moment is larger than the sum of the longitudinal moments converted from the upper output capacity limits of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, actuating the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber; meanwhile, measures for emergently returning the model attitude angle to zero or reducing the wind speed of the wind tunnel are taken;
preferably, the control modes of the lateral vibration torque input front and rear dampers include:
sixthly, when the transverse vibration moment is smaller than or equal to the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics are actuated, and the piezoelectric ceramics are arranged on a vertical axis, so that the output of the piezoelectric ceramics has no influence on the transverse vibration;
seventhly, when the transverse vibration torque is larger than the sum of the upper limit conversion torque of the output capacity of the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the rear shock absorber, the rear shock absorber;
eighthly, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the second, the fourth, the fifth and the piezoelectric ceramics of the rear shock absorber, and is smaller than or equal to the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the second, the fourth and the fifth, when the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the front shock absorber, the second, the fourth, the fifth and the piezoelectric ceramics of the rear shock absorber actuates;
and step two, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the model attitude angle and the wind speed of the wind tunnel are suddenly returned to zero or reduced.
The invention has the following beneficial effects: according to the invention, the transverse vibration moment and the longitudinal vibration moment are obtained by calculation according to the transverse acceleration value and the longitudinal acceleration value, and different control modes are given according to the vibration moment to put the front shock absorber and the rear shock absorber into operation. The maximum capacity of the front and rear shock absorbers is exerted, and the coupling and the interference which are possibly generated in the transverse direction and the longitudinal direction are avoided as much as possible. The technical problem of poor vibration suppression effect is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic layout of a piezoelectric ceramic of a front shock absorber;
FIG. 2 is a schematic layout of a piezoelectric ceramic of a rear shock absorber;
FIG. 3 is a schematic view of the longitudinal vibration control principle;
fig. 4 is a schematic diagram of the lateral vibration control principle.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
the number of the piezoelectric ceramics of the front shock absorber is 6 (refer to a layout schematic diagram of the piezoelectric ceramics of the front shock absorber of FIG. 1, wherein the symbols are schematic labels of the piezoelectric ceramics of the front shock absorber, and a control signal for controlling the piezoelectric ceramics of the front shock absorber does not change along with the change of the labels, for example, when the control signal gives the symbol (I) the piezoelectric ceramics, the symbol (I) the piezoelectric ceramics acts, and if the symbol (I) the piezoelectric ceramics and the symbol (V) the piezoelectric ceramics are interchanged, the symbol (V) the piezoelectric ceramics acts);
the number of the rear shock absorber piezoelectric ceramics is 8 (refer to a layout schematic diagram of the rear shock absorber piezoelectric ceramics in FIG. 2, and the numbers in the diagram are the same as those of the front shock absorber piezoelectric ceramics);
step two, carrying out ground test on the vibration suppression function of the front and rear shock absorbers, wherein the specific method comprises the following steps: measuring the natural frequency of the system by a hammering method, setting the band-pass filtering frequency of the accelerometer to a range for retaining the natural frequency of the system, and respectively adjusting the control parameters of the front shock absorber and the rear shock absorber, wherein the method for adjusting the control parameters of the front shock absorber and the rear shock absorber is the multi-degree-of-freedom vibration decoupling control method of the front shock absorber and the rear shock absorber for the side-slipping test; the front damper and the rear damper are ensured to act according to the feedback signals of the longitudinal accelerometer and the transverse accelerometer. And then testing and confirming that the front and rear shock absorbers can respectively and jointly realize vibration suppression under different directions and different excitation sizes.
Specifically, the hammering method is to use a single rubber hammer hammering model, and analyze the measured time domain signal of the accelerometer through fast fourier transform, and the frequency at the peak of the obtained frequency spectrum curve is the natural frequency of the system.
And step three, performing a wind tunnel test, and dynamically adjusting control parameters according to the vibration suppression effect of the system in the blowing process to ensure that the vibration suppression effect of the front and rear shock absorbers is optimal.
The method for adjusting the control parameters of the front shock absorber and the rear shock absorber is characterized in that accelerometers are installed in the horizontal direction and the vertical direction of the mass center of a model, the accelerometers obtain transverse and longitudinal acceleration values according to the motion of the model, transverse vibration torque and longitudinal vibration torque are obtained through calculation according to the transverse and longitudinal acceleration values, different control modes are given according to the vibration torque to input the front shock absorber and the rear shock absorber, and the control modes comprise a control mode of inputting the longitudinal vibration torque to the front shock absorber and a control mode of inputting the transverse vibration torque to the front shock absorber and the rear shock absorber.
Referring to fig. 3, the longitudinal vibration control principle is as follows: the accelerometer obtains a longitudinal acceleration value according to the movement of the model, and judges that the longitudinal vibration moment isIf the maximum longitudinal moment exceeds the set value, the set value is the maximum longitudinal moment which can be generated by all piezoelectric ceramics of the rear shock absorber, namely
If the longitudinal vibration torque does not exceed the set value, only the rear shock absorber is started, and if the longitudinal vibration torque exceeds the set value, the front shock absorber and the rear shock absorber are started at the same time. According to the amplitude of the longitudinal vibration moment, the corresponding piezoelectric ceramics of the rear shock absorber and the front shock absorber are controlled, so that the grouping of the piezoelectric ceramics is completed, and the specific grouping mode is described in detail in the following description of the control mode. Because the longitudinal vibration moment is changed in real time, the output force distributed to the piezoelectric ceramics is changed correspondingly, and the general principle is that under a certain grouping condition, the longitudinal vibration moment can be counteracted by the output moment generated by the movement of the selected piezoelectric ceramics after receiving the voltage of the driving system, so that the suppression of the longitudinal vibration is realized. When the test is finished, the whole control flow is stopped. When the test is not finished, the control of the shock absorber is carried out again in the next control cycle according to the measured longitudinal acceleration. The control mode for putting the front and rear dampers into operation according to the longitudinal vibration torque includes:
step two, when the longitudinal vibration moment is less than or equal to the longitudinal moment converted from the upper limit of the output capacity of the piezoelectric ceramics of the rear shock absorber, namely
The first, the fourth and the fifth are only the activation of piezoelectric ceramics; for resisting longitudinal vibration.
Secondly, when the longitudinal vibration moment is larger than the longitudinal vibration moment converted by the upper limit of the output capability of the piezoelectric ceramics of the rear shock absorber and is less than or equal to the longitudinal moment converted by the upper limit of the output capability of the piezoelectric ceramics of the rear shock absorber, namely
The piezoelectric ceramics of the rear shock absorber are actuated to resist longitudinal vibration.
The second step and the third step,When the longitudinal vibration moment is greater than the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, the upper limit of the output capacity of the piezoelectric ceramics of the rear shock absorber is converted into the longitudinal moment and is less than or equal to the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, namely the upper limit of the output capacity of the piezoelectric ceramics of the rear shock absorber is converted into the sum of the longitudinal moment
And the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber act to resist the longitudinal vibration.
Fourthly, when the longitudinal vibration moment is larger than the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, and the upper limit of the output capacity is less than or equal to the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, namely the upper limit of the output capacity is less than or equal to the sum of the longitudinal moments
Fifthly, when the longitudinal vibration moment is larger than the sum of the longitudinal moments converted from the upper output capacity limits of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, namely
The piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber act to resist longitudinal vibration, and measures for emergently returning to zero the attitude angle of the model or reducing the wind speed of the wind tunnel are required to protect the model.
Referring to fig. 4, the principle of lateral vibration control is as follows: the accelerometer obtains a transverse acceleration value according to the movement of the model, and judges whether a transverse vibration moment exceeds a set value according to the transverse acceleration value, wherein the set value is the maximum transverse moment which can be generated by all piezoelectric ceramics of the front shock absorber, namely
If the transverse vibration moment does not exceed the set value, only the front shock absorber is started, and if the transverse vibration moment exceeds the set value, the front shock absorber and the rear shock absorber are started at the same time. According to the amplitude of the transverse vibration moment, the corresponding piezoelectric ceramics of the front shock absorber and the rear shock absorber are controlled, so that the grouping of the piezoelectric ceramics is completed, and the specific grouping mode is described in detail in the following description of the control mode. Because the transverse vibration moment is changed in real time, the output force distributed to the piezoelectric ceramics is changed correspondingly, and the general principle is that under a certain grouping condition, the transverse vibration moment can be counteracted by the output moment generated by the movement of the selected piezoelectric ceramics after receiving the voltage of the driving system, so that the inhibition of the transverse vibration is realized. When the test is finished, the whole control flow is stopped. When the test is not finished, the control of the shock absorber is carried out again according to the measured lateral acceleration in the next control period. The control modes for putting the front and rear dampers into operation according to the lateral vibration torque include:
step two, when the transverse vibration moment is less than or equal to the piezoelectric ceramics of the front vibration damper, when the transverse vibration moment is less than or equal to the upper limit conversion moment of the output capacity, namely
Only the piezoelectric ceramics act to resist the transverse vibration. And sixthly, the piezoelectric ceramic is arranged on a vertical axis and has no inhibition effect on transverse vibration.
Seventhly, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber (I), (II), and (III), and the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber (II), (III), and (IV), and the piezoelectric ceramics of the rear shock absorber (III), and (IV), and the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the rear shock absorber (III), 0, and 1), namely the sum
The front vibration damper piezoelectric ceramics and the rear vibration damper piezoelectric ceramics actuate to resist transverse vibration.
Step two eightWhen the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, 0 and 1 and the piezoelectric ceramics of the rear shock absorber, and is smaller than or equal to the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber 2, 4 and 3, namely the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the rear shock absorber
The piezoelectric ceramics of the front shock absorber (I, II, III) and the piezoelectric ceramics of the rear shock absorber (I-III) act to resist the transverse vibration.
Step two, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber and the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the rear shock absorber, namely
The piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the second shock absorber, the piezoelectric ceramics of the fourth shock absorber and the piezoelectric ceramics of the rear shock absorber act to resist transverse vibration, and measures for emergently returning to zero the attitude angle of the model or reducing the wind speed of the wind tunnel are required to be taken to protect the model.
Wherein,
the distance from the centroid of the model-balance combination body to the action point of the front shock absorber,
the distance from the centroid of the model-balance-strut assembly to the action point of the rear shock absorber,
is the longitudinal acceleration of the mass center of the model-balance combination body,
is the longitudinal acceleration of the mass center of the model-balance-strut assembly,
the model-balance combination mass center transverse acceleration is obtained.
Is the transverse acceleration of the mass center of the model-balance-strut assembly,
for the force that each piezo-ceramic of the front damper should output,
is the mass of the model-balance combination,
for the force that each piezo ceramic of the rear damper should output,
is the mass of the model-balance-support rod assembly,
the distance from the piezoelectric ceramics of the front shock absorber to the horizontal symmetrical plane,
is the distance from the piezoelectric ceramics of the front shock absorber to the horizontal symmetrical plane,
the distance from the piezoelectric ceramics of the front shock absorber to the vertical symmetrical plane,
the distance between the rear shock absorber piezoelectric ceramics and the horizontal symmetry plane is seventhly,
is a piezoelectric ceramic of a rear shock absorber,(viii) the distance from the horizontal plane of symmetry,
the distance between the piezoelectric ceramics of the rear shock absorber (I), (II), (III), (IV), (V) and (V) are V) the distance to the piezoelectric ceramics of the rear shock absorber piezoelectric ceramics of the rear shock absorber,
the distance from the piezoelectric ceramics of the rear shock absorber to a vertical symmetrical plane is seventhly.
While the invention has been described with respect to a limited number of embodiments, those skilled in the art, having benefit of this description, will appreciate that other embodiments can be devised which do not depart from the scope of the invention as described herein. Furthermore, it should be noted that the language used in the specification has been principally selected for readability and instructional purposes, and may not have been selected to delineate or circumscribe the inventive subject matter. Accordingly, many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the appended claims. The present invention has been disclosed in an illustrative rather than a restrictive sense, and the scope of the present invention is defined by the appended claims.
Claims (4)
1. A multi-degree-of-freedom vibration decoupling control method for front and rear shock absorbers in a side-slip test is characterized by comprising the following steps of:
step one, building a mechanical system of the multi-freedom-degree vibration front-rear shock absorber of the high-aspect-ratio model, wherein the method comprises the following steps: mounting piezoelectric ceramics at a front shock absorber and a rear shock absorber, pre-tightening the piezoelectric ceramics, mounting the rear shock absorber on a middle bracket of a curved knife, and then sequentially mounting a support rod, the front shock absorber, a balance and a model;
step two, carrying out ground test on the vibration suppression function of the front and rear shock absorbers, wherein the specific method comprises the following steps: measuring the natural frequency of the system by a hammering method, setting the band-pass filtering frequency of the accelerometer to a range for retaining the natural frequency of the system, and respectively adjusting the control parameters of the front shock absorber and the rear shock absorber;
and step three, performing a wind tunnel test, and dynamically adjusting control parameters according to the vibration suppression effect of the system in the blowing process.
2. The multiple-degree-of-freedom vibration decoupling control method for the front shock absorber and the rear shock absorber in the sideslip test is characterized in that the method for adjusting the control parameters of the front shock absorber and the rear shock absorber is as follows: the method comprises the steps that accelerometers are installed in the horizontal direction and the vertical direction of the mass center of a model, transverse and longitudinal acceleration values are obtained by the accelerometers according to the motion of the model, transverse vibration moment and longitudinal vibration moment are obtained by calculation according to the transverse and longitudinal acceleration values, different control modes are given according to the vibration moment to put into front and rear shock absorbers, and the control modes comprise a control mode of the front and rear shock absorbers before and after the longitudinal vibration moment is put into and a control mode of the front and rear shock absorbers before and after the transverse vibration moment is put into.
3. The multiple-degree-of-freedom vibration decoupling control method for the front and rear shock absorbers in the sideslip test according to claim 2, characterized in that a control mode of putting longitudinal vibration moment into the front and rear shock absorbers comprises the following steps:
step two, when the longitudinal vibration moment is less than or equal to the longitudinal vibration moment of the piezoelectric ceramics of the rear shock absorber (I), (II), (III) and (III), and the longitudinal moment converted from the upper limit of the output capacity is left (I), (II), (III) and (V) the piezoelectric ceramics are actuated;
secondly, when the longitudinal vibration moment is larger than the piezoelectric ceramics of the rear shock absorber, and is not smaller than or equal to the longitudinal vibration moment converted by the upper limit of the output capacity of the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the rear shock absorber actuates;
thirdly, when the longitudinal vibration moment is larger than the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, and the upper limit of the output capacity is converted into the longitudinal moment and is smaller than or equal to the sum of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber actuate;
fourthly, when the longitudinal vibration moment is larger than the sum of the longitudinal moments converted by the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-III and is smaller than or equal to the sum of the longitudinal moments converted by the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-III, the piezoelectric ceramics of the rear shock absorber-III and the piezoelectric ceramics of the front shock absorber-IV actuate;
fifthly, when the longitudinal vibration moment is larger than the sum of the longitudinal moments converted from the upper output capacity limits of the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber, actuating the piezoelectric ceramics of the rear shock absorber and the piezoelectric ceramics of the front shock absorber; and meanwhile, measures of emergently returning the model attitude angle to zero or reducing the wind speed of the wind tunnel are taken.
4. The multiple-degree-of-freedom vibration decoupling control method for the front and rear shock absorbers in the sideslip test according to claim 2, characterized in that a control mode of inputting the transverse vibration moment into the front and rear shock absorbers comprises the following steps:
step two, when the transverse vibration moment is less than or equal to the piezoelectric ceramics of the front shock absorber, only the piezoelectric ceramics act when the upper limit conversion moment of the output capacity is output;
seventhly, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the second step, the fourth step and the piezoelectric ceramics of the rear shock absorber, the third step, the sixth step, the seventh step, when the upper limit conversion moment of the output capacity is smaller than or equal to the sum of the upper limit conversion moments of the output capacity of the piezoelectric ceramics of the front shock absorber, the sixth step, the fifth step and the piezoelectric ceramics of the rear shock absorber, the third step, the sixth step and the seventh step, the seventh step is actuated;
eighthly, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the second, the fourth, the fifth and the piezoelectric ceramics of the rear shock absorber, and is smaller than or equal to the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the second, the fourth and the fifth, when the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the front shock absorber, the second, the fourth, the fifth and the piezoelectric ceramics of the rear shock absorber actuates;
and step two, when the transverse vibration moment is larger than the sum of the upper limit conversion moment of the output capacity of the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the piezoelectric ceramics of the front shock absorber, the piezoelectric ceramics of the rear shock absorber, the model attitude angle and the wind speed of the wind tunnel are suddenly returned to zero or reduced.
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