基于变压充电方法的直线电机式馈能型半主动悬架控制

陈士安; 孙文强; 王健; 蔡宇萌; 王骏骋

doi:10.19818/j.cnki.1671-1637.2018.02.010

基于变压充电方法的直线电机式馈能型半主动悬架控制

doi: 10.19818/j.cnki.1671-1637.2018.02.010

陈士安^{1, 2,},
孙文强¹,
王健¹,
蔡宇萌¹,
王骏骋¹

1.
江苏大学机构汽车与交通工程学院, 江苏镇江 212013
2.
浙江水利水电学院机构机械与汽车工程学院, 浙江杭州 310018

基金项目:

国家自然科学基金项目 51575239

详细信息

作者简介:
陈士安(1973-), 男, 湖北荆州人, 江苏大学教授, 工学博士, 从事汽车悬架控制研究

中图分类号: U463.33
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- 被引次数: 0
出版历程
- 收稿日期: 2017-12-05
- 刊出日期: 2018-04-25

Control of energy-reclaiming semi-active suspension with linear motor based on varying charge voltage method

1.
School of Automotive and Traffic Engineering, Jiangsu University, Zhenjiang 212013, Jiangsu, China
2.
College of Mechanical and Automotive Engineering, Zhejiang University of Water Resources and Electric Power, Hangzhou 310018, Zhejiang, China

More Information

Author Bio:
CHEN Shi-an(1973-), male, professor, PhD, chenshian73@ujs.edu.cn

摘要

摘要: 针对以直线电机作为执行器的馈能型半主动悬架控制方法复杂与效果差等问题, 结合变压充电控制原理与方法, 提出一种利用单相等效模型求解充电电压的方法, 设计了馈能型半主动悬架控制系统, 用于控制直线电机式馈能执行器; 建立了1/2车4自由度动力学模型和变压充电控制直线电机模型, 采用LQG控制策略求解理想馈能阻尼力; 将联接有整流桥的直线电机理论模型等效为单相电机模型, 计算了电机单相等效模型反电动势、电磁推力系数、电阻与电感参数; 采用充电电压求解控制器, 以悬架相对速度和理想馈能阻尼力作为输入求解实际充电电压, 进而实现执行器馈能控制; 以被动悬架和理想半主动悬架作为比较对象, 分析了馈能型半主动悬架性能与馈能效果。分析结果表明: 与被动悬架相比, 馈能型半主动悬架与理想半主动悬架的综合性能指标分别减小38.97%和45.42%, 前后悬架实际馈能阻尼力与理想馈能阻尼力的相关系数分别为0.967 4和0.976 8, 并且前后悬架振动能量的56.7%和62.1%被回收进蓄电池中, 因此, 采用基于单相等效模型与变压充电方法控制的馈能型半主动悬架能够回收大部分悬架振动能量和改善汽车的行驶平顺性。
- 汽车工程 /
- 半主动悬架 /
- 馈能执行器 /
- 单相等效模型 /
- 变压充电方法 /
- LQG控制 /
- 直线电机
Abstract: To solve the difficult problems in the control of energy-reclaiming semi-active suspension (ERSAS) with linear motor as the actuator, such as complex control method and unsatisfactory control effect, a calculating method of charge voltage based on a single phase equivalent model was proposed by combining with the principle and method of varying charge voltage (VCV).The control system of ERSAS was designed to regulate the energy-reclaiming actuator with linear motor.The half vehicle dynamics model with 4 degrees of freedom and the VCV linear motor model were set up, and the LQG control strategy was used to obtain the ideal energy-reclaiming damping forces.The theoretical model with bridge rectifier was equivalent toasingle phase motor model, and the back electromotive force, electromagnetic thrust coefficient, resistance and inductance of single phase motor model were calculated.The controller was solved by using the actual charge voltage, the relative speeds of front and rear suspensions and the ideal energy-reclaiming damping forces were taken as the inputs to calculate the actual charge voltage, and the energy-reclaiming control was realized by using the actuator. The suspension performances and energy-reclaiming effects were analyzed by comparing the ERSAS with the passive suspension and the ideal semi-active suspension.Analysis result shows that, compared with the passive suspension, the comprehensive performance indexes of ERSAS and ideal semiactive suspension reduce by 38.97% and 45.42%, respectively, the correlation coefficients between the actual and ideal energy-reclaiming damping forces of front and rear suspensions reach to 0.967 4 and 0.976 8, respectively, and 56.7% and 62.1% of vibration energies in the front and rear suspensions are reclaimed and stored in the battery, respectively.In summary, adopting ERSAS based on the VCV method and the single-phase equivalent model can recover most of vibration energy and improve vehicle ride performance.
- automobile engineering /
- semi-active suspension /
- energy-reclaiming actuator /
- single phase equivalent model /
- varying charge voltage method /
- LQG control /
- linear motor

HTML全文

图 1 变压充电控制原理

Figure 1. Control principle of varying charge voltage

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图 2 直线电机阻尼特性曲线

Figure 2. Damping characteristic curves of linear motor

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图 3 车辆模型

Figure 3. Vehicle model

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图 4 馈能型半主动悬架控制系统

Figure 4. Control system of energy-reclaiming semi-active suspension

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图 5 直线电机单相等效模型

Figure 5. Single phase equivalent model of linear motor

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图 6 反电动势与速度曲线

Figure 6. Curves of back electromotive force and velocity

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图 7 电磁推力与电流曲线

Figure 7. Curves of Electromagnetic thrust and current

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图 8 实际和拟合电磁推力对比

Figure 8. Comparison of actual and fitting electromagnetic thrusts

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图 9 前悬架馈能阻尼力曲线

Figure 9. Curves of energy-reclaiming damping force of front suspension

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图 10 后悬架馈能阻尼力曲线

Figure 10. Curves of energy-reclaiming damping force of rear suspension

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图 11 车身加速度曲线

Figure 11. Curves of body acceleration

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图 12 俯仰角加速度曲线

Figure 12. Curves of pitch angle acceleration

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图 13 前轮动变形曲线

Figure 13. Curves of front wheel dynamic deformation

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图 14 前悬架动挠度曲线

Figure 14. Curves of front suspension dynamic deflection

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图 15 悬架综合性能指标曲线

Figure 15. Curves of suspension comprehensive performance index

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图 16 车身加速度功率谱密度曲线

Figure 16. Curves of power spectral density of body acceleration

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图 17 俯仰角加速度功率谱密度曲线

Figure 17. Curves of power spectral density of pitch angle acceleration

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图 18 前轮动变形功率谱密度曲线

Figure 18. Curves of power spectral density of front wheel dynamic deformation

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图 19 前悬架动挠度功率谱密度曲线

Figure 19. Curves of power spectral density of front suspension dynamic deflection

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图 20 前悬架功率曲线

Figure 20. Power curves of front suspension

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图 21 前悬架能量曲线

Figure 21. Energy curves of front suspension

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表 1 电机仿真主要参数

Table 1. Main parameters in motor simulation

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表 2 电磁推力拟合精度

Table 2. Fitting precision of electromagnetic thrust

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表 3 仿真参数

Table 3. Simulation parameters

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表 4 理想与实际馈能阻尼力相关性

Table 4. Correlation between ideal and actual energy-reclaiming damping forces

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表 5 悬架性能指标对比

Table 5. Comparison of performance indexes of suspensions

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表 6 馈能型半主动悬架的能量回收数据

Table 6. Energy recovery data of ERSAS

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