整车主动悬架系统天棚阻尼控制策略研究

目前主流的整车悬架天棚阻尼控制思想是基于物理思维,对四分之一天棚阻尼悬架模型进行推广,从而忽视了经典天棚阻尼控制策略背后的数学原理。针对上述问题,从数学原理角度,提出全新的整车悬架天棚阻尼控制策略。提出运用模态解耦的方法对多自由度耦合的整车悬架系统进行解耦,对解耦后各独立的模态振动进行天棚阻尼控制,符合经典天棚阻尼控制针对单自由度振动系统的思想。对各模态振动系统控制时,提出利用临界阻尼的优越性选取天棚阻尼系数。后将各模态耦合以实现该策略在实际中的运用。在四轮相关路面输入激励下,对整车天棚阻尼主动悬架与整车被动悬架进行时、频域仿真分析,结果表明所提出的整车主动悬架天棚阻尼控制策略对车身三个自由度的运动响应改善效果明显,对车轮的接地性影响较小。

A study of skyhook control for active full-car suspension system

At present, the mainstream of skyhook control for full-car suspension system is based on physical thinking. It is a simple extension of the skyhook controlled quarter-vehicle suspension system, which ignore the mathematical principle of classical skyhook control strategy. In view of the above question, skyhook control is applied to full-vehicle suspension system based on the mathematical thinking. Seven degree of freedom(DOF) full-vehicle suspension system is decoupled with the method of modal decoupling, then each decoupled independent mode vibration is applied skyhook control and this conforms to the classical skyhook control theory that aimed at single degree of freedom system, where critical damping for its superiority is proposed to design the skyhook coefficients. These controlled modes are coupled for theSrealizationSofSthis strategy. Under the road excitation with four wheels correlated, simulations of skyhook controlled active full-vehicle suspension and the passive one is conduct inStime-frequencySdomain. The results show that the proposed strategy can improve the motion responses of the three degrees of freedom of the body, and it has little effect on wheels.