基于Backstepping和LQG算法的车辆主动悬架控制研究
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摘要
针对忽略作动器实际动作及液压系统参数造成目前主动悬架模型精确性低的缺陷,根据液压系统原理,建立包含液压系统参数在内的主动悬架模型.分析LQG控制的原理,确定车身加速度、悬架动挠度、车轮动位移的加权系数矩阵,并以此实现主动悬架LQG控制.采用高低通滤波器对控制信号进行优化,并引入Backstepping(反演控制)对车身加速度、悬架动挠度进行控制.对包含作动器液压系统参数的主动悬架精确模型进行SIMULINK仿真,并将仿真结果进行对比.结果表明,主动悬架LQG控制和Backstepping控制通过主动作动器的能量消耗,有效地提高了车辆的操纵稳定性和乘坐舒适性.
Taking into consideration the fact that current ordinary active suspension models have the disadvantage of low accuracy resulting from the neglect of actuator motion and hydraulic parameters,the authors of this paper have built an active suspension model,including the hydraulic system parameters,through an analysis of the principle of the hydraulic system.A weighting coefficient matrix of car body acceleration,suspension deflection and tyre displacement is determined through analyzing the principle of LQG control,thus realizing the active suspension LQG control.The control signal is optimized through a high-pass and low-pass filter.The body acceleration and the suspension deflection are controlled by the Backstepping control.Simulink simulation is made,involving this precise model with the hydraulic system parameters,and the results are compared.The LQG control and Backstepping control are shown to have improved the vehicle control stability and riding comfort thanks to the energy consumption of the active actuator.
Taking into consideration the fact that current ordinary active suspension models have the disadvantage of low accuracy resulting from the neglect of actuator motion and hydraulic parameters,the authors of this paper have built an active suspension model,including the hydraulic system parameters,through an analysis of the principle of the hydraulic system.A weighting coefficient matrix of car body acceleration,suspension deflection and tyre displacement is determined through analyzing the principle of LQG control,thus realizing the active suspension LQG control.The control signal is optimized through a high-pass and low-pass filter.The body acceleration and the suspension deflection are controlled by the Backstepping control.Simulink simulation is made,involving this precise model with the hydraulic system parameters,and the results are compared.The LQG control and Backstepping control are shown to have improved the vehicle control stability and riding comfort thanks to the energy consumption of the active actuator.
引文
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[20]孟爱红,王良曦,丛华.汽车主动悬架系统建模及其控制策略研究[J].汽车工程,2003,25(5):474-476.
[21]王莉,王庆林.Backstepping设计方法及应用[J].自动化博览,2004(6):57-63.
[22]胡跃明.非线性控制系统理论与应用[M].北京:国防工业出版社,2002.
[2]王磊.汽车主动悬架控制策略的研究[D].杭州:浙江工业大学,2000.
[3]胡海岩,郭大蕾,翁建生.振动半主动控制技术的进展[J].振动、测试与诊断.2001,21(4):235-244.
[4]姚嘉伶,蔡伟义,陈宁.汽车半主动悬架系统发展状况[J].汽车工程.2006,28(3):276-280.
[5]张军伟,陈思忠,吴志成,等.多支路互连式油气悬架刚度阻尼耦合特性研究[J].四川兵工学报,2014(5):80-85.
[6]孙世磊,詹长书,陈开来,等.基于模糊次优控制的空气悬架仿真研究[J].重庆理工大学学报:自然科学版,2014(7):21-25,66.
[7]蒋涛,陈龙,张孝良.基于“惯容器-弹簧-阻尼”组合的悬架性能分析[J].重庆理工大学学报:自然科学版,2014(12):30-35,70.
[8]唐中一,石崇辉,张弘.气控液压换向阀动态特性测试方法的探讨[J].组合机床与自动化加工技术,1990(9):22-25.
[9]许益民.电液伺服阀频率特性测试系统误差分析[J].武汉科技大学学报:自然科学版,2005(4):29-31.
[10]路甬祥.液压气动技术手册[M].北京:机械工业出版社,2004:682-700.
[11]白柳.液压与气压传动[M].北京:机械工业出版社,2009:30-200.
[12]MANFRED MITSCHKE,HENNING WALLENTOWITZ,陈荫三,等.汽车动力学[M].北京:清华大学出版社,2009:422-464.
[13]路甬祥.电液、电气比例控制技术的新进展[J].机床与液压,1988(3):18-26.
[14]陈家瑞,马天飞.汽车构造:下册[M].北京:人民交通出版社,2006.
[15]余志生,夏群生.汽车理论[M].北京:机械工业出版社,2007.
[16]王望予,张建文.汽车设计[M].北京:机械工业出版社,2008.
[17]陈跃勇,丛华.主动悬架系统中作动器模型的建立及性能分析[J].装甲兵工程学院学报,2004,1(4):35-37.
[18]余强,陈荫三.在主动悬架系统中作用力产生装置模型的建立及性能分析[J].西安公路交通大学学报.2001,21(2):106-108.
[19]王启瑞,朱婉玲,陈无畏.基于遗传算法和LQG控制的汽车半主动悬架结构和控制参数的集成优化研究[J].汽车工程,2002,24(3):236-240.
[20]孟爱红,王良曦,丛华.汽车主动悬架系统建模及其控制策略研究[J].汽车工程,2003,25(5):474-476.
[21]王莉,王庆林.Backstepping设计方法及应用[J].自动化博览,2004(6):57-63.
[22]胡跃明.非线性控制系统理论与应用[M].北京:国防工业出版社,2002.