基于变压充电方法的直线电机式馈能型半主动悬架控制
Control of energy-reclaiming semi-active suspension with linear motor based on varying charge voltage method

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。
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 to a single 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 semi-active 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. 6 tabs, 21 figs, 32 refs