高速客车半主动悬挂控制技术研究
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摘要
车辆半主动悬挂系统是由弹性元件、成本低于主动悬挂作动器的可控阻尼器、加上适用的阻尼控制规律构成的，能够在只消耗少量能源的情况下，达到与主动控制相近的性能，这是半主动悬挂具有吸引力的原因所在。但决定半主动悬挂能否实际应用的主要因素有两点，一是阻尼控制策略的研究，二是可控阻尼器的研制，这是本文研究的重点内容。
本文研究了阻尼控制策略的两种实现方式：一是开关型阻尼控制规律，二是连续型阻尼控制规律。首先对主动悬挂系统阻尼控制中的天棚阻尼原理在半主动悬挂中的应用进行了研究，分析了其开关控制特性、颤振及其避免方法；根据主动悬挂控制信号的特点导出了连续阻尼控制规律。
论文研究了基于神经网络自适应控制的半主动悬挂连续阻尼控制策略，这种阻尼控制策略能降低对阻尼器件带宽的要求，降低成本，增强半主动悬挂系统的实用性。文中还研究了把基于天棚阻尼原理的阻尼控制策略结合到该控制系统中的复合控制方法，前者能使系统始终处于最优或次优阻尼，后者则能进一步衰减低频振动，但也有增大高频响应的趋势。
分析了悬挂控制系统的时滞对半主动悬挂系统和主动悬挂系统的不同影响。分析和仿真实验表明，半主动悬挂控制系统的时滞不影响系统的稳定性，但影响系统的响应性能；过大的系统时滞将使系统的响应加速度增大，平稳性变差，但不致使系统失稳。通过仿真实验验证了这一结论。
为配合半主动悬挂阻尼控制策略的研究，以一种形式的阻尼器——采用磁流变液的可控阻尼器为背景，设计制作了磁流变可控阻尼器。通过特性试验，得到示功特性、速度特性，经转换得到阻尼器的阻尼力——电压(电流)模型和阻尼系数——电压(电流)模型。这样在研究中，可以采用开环控制方式或力反馈控制方式实现阻尼力的控制。
本文在研究阻尼控制策略时，把阻尼控制策略和可控阻尼器模型这两个方面结合到系统模型中、融合在仿真实验环节中。
通过对采用无摇枕转向架的高速客车悬挂系统横向模型的仿真实验，研究了半主动阻尼控制改善车辆运行平稳性的有效性。结果数据表明，与阻尼最优的被动悬挂相比，采用连续型阻尼控制策略，车体横向加速度响应的均方根值能降低20-25％，加速度最大值能降低约40-50％，横向平稳性指标降低约10-15％。
酉南交通大学槽士研究生学位论文 第11页
本文的研究证明，采用半主动阻尼控制策略改善高速客车的运行平稳性
是有效的；用自适应控制器输出连续型阻尼的方法是可行的：由于半主动悬
挂系统控制力的特殊性，使得系统时滞的影响不同于主动悬挂系统；磁流变
可控阻尼器从原理、控制效果、响应速度等方面都是较好的，在进一步的完
善之后，可以作为半主动悬挂可控阻尼器的一种可选器件。
Semi-active suspension system is consist of the traditional springs and controllable dampers,which has lower cost compared to the actuator in active suspension system,with suitable damping control strategy. It can attain to the performances which is nearly to active suspension system,with little consume of energy,this is the reason that the semi-active suspension system has attraction. But the application of semi-active suspension system is determined by two factors,one is the proper strategy of damping control,another is the practical controllable damper. This is the important content of this paper.
The damping control rules have two forms,one is the on/off damping control,another is continuous damping control. The skyhook damper,which is more effective in active suspension system,is firstly researched in the paper. The on/off control performances of the skyhook damper in semi-active suspension system,the occur of chatter and its avoiding are analysis. The continuous damping rules are derived according to the feature of damping curve given by the controller in active control system.
The continuous damping control rule using adaptive controller based on artificial neuro network(ANN) is researched. This rule has no strict demand for the bandwidth of the damper,the cost of damper is low,the practicality is good.
This continuous rule can put the suspension system in the optimal damping state. The skyhook principle can be combined in this control rule,which can further attenuate the vibration of the car-body in lower frequency range,but the acceleration response in higher frequency range tend to be larger.
It is also analyzed that the time delay of the control system has different influences on both active and semi-active suspension systems. Analysis and the simulation show that the time delay in semi-active system can not influence the stability of the system,but has influences on the response performances of the system. Too large system time delay will enlarge the acceleration response,the ride corfortabilty will be lower,but it can not make the system unsteady. The results of simulation has proved this conclusion.
For the research of the damping control strategy one type of controllable
damper,magnetico-rheological(MR) damper,was constructed and tested,the damping force and displacement characteristic curves,the damping force and velocity characteristic curves are obtained,so that the damping force and voltage(current) model,or the damping coefficient and voltage(current) model can be further obtained. Damping force can be controlled in one of the two ways,open loop control or force feedback control.
During research,in this paper,both damping control strategy and the damper modeling are combined in the same system model,and the simulation model. During the simulation of the secondary lateral suspensions for the high speed passenger vehicle with no-bolster bogie,the effective using semi-active control to improve the ride comfort are studied. The results of simulation show that,compared to the passive suspension system with optimal damping,using continuous damping control rules,the RMS values of lateral response acceleration car body can be reduced 20% to 25%,maximum values( 3er ) of lateral acceleration can be reduced 40% to 50%,the ride comfort index can be reduced 10% to 15%.
The research in this paper has proved that,it is effective using semi-active damping control to improve the ride comfort for the high speed passenger vehicle . It is feasible using adaptive controller to output the continuous damping. Because of the speciality of the controlling force of semi-active suspension system,the system time delay has no influences on the system stability. The MR-damper is good on the principle,on control effect,on response characteristics,etc.,after further improvements it can be used as a selectable controllable damper for semi-active suspension system.
本文研究了阻尼控制策略的两种实现方式：一是开关型阻尼控制规律，二是连续型阻尼控制规律。首先对主动悬挂系统阻尼控制中的天棚阻尼原理在半主动悬挂中的应用进行了研究，分析了其开关控制特性、颤振及其避免方法；根据主动悬挂控制信号的特点导出了连续阻尼控制规律。
论文研究了基于神经网络自适应控制的半主动悬挂连续阻尼控制策略，这种阻尼控制策略能降低对阻尼器件带宽的要求，降低成本，增强半主动悬挂系统的实用性。文中还研究了把基于天棚阻尼原理的阻尼控制策略结合到该控制系统中的复合控制方法，前者能使系统始终处于最优或次优阻尼，后者则能进一步衰减低频振动，但也有增大高频响应的趋势。
分析了悬挂控制系统的时滞对半主动悬挂系统和主动悬挂系统的不同影响。分析和仿真实验表明，半主动悬挂控制系统的时滞不影响系统的稳定性，但影响系统的响应性能；过大的系统时滞将使系统的响应加速度增大，平稳性变差，但不致使系统失稳。通过仿真实验验证了这一结论。
为配合半主动悬挂阻尼控制策略的研究，以一种形式的阻尼器——采用磁流变液的可控阻尼器为背景，设计制作了磁流变可控阻尼器。通过特性试验，得到示功特性、速度特性，经转换得到阻尼器的阻尼力——电压(电流)模型和阻尼系数——电压(电流)模型。这样在研究中，可以采用开环控制方式或力反馈控制方式实现阻尼力的控制。
本文在研究阻尼控制策略时，把阻尼控制策略和可控阻尼器模型这两个方面结合到系统模型中、融合在仿真实验环节中。
通过对采用无摇枕转向架的高速客车悬挂系统横向模型的仿真实验，研究了半主动阻尼控制改善车辆运行平稳性的有效性。结果数据表明，与阻尼最优的被动悬挂相比，采用连续型阻尼控制策略，车体横向加速度响应的均方根值能降低20-25％，加速度最大值能降低约40-50％，横向平稳性指标降低约10-15％。
酉南交通大学槽士研究生学位论文 第11页
本文的研究证明，采用半主动阻尼控制策略改善高速客车的运行平稳性
是有效的；用自适应控制器输出连续型阻尼的方法是可行的：由于半主动悬
挂系统控制力的特殊性，使得系统时滞的影响不同于主动悬挂系统；磁流变
可控阻尼器从原理、控制效果、响应速度等方面都是较好的，在进一步的完
善之后，可以作为半主动悬挂可控阻尼器的一种可选器件。
Semi-active suspension system is consist of the traditional springs and controllable dampers,which has lower cost compared to the actuator in active suspension system,with suitable damping control strategy. It can attain to the performances which is nearly to active suspension system,with little consume of energy,this is the reason that the semi-active suspension system has attraction. But the application of semi-active suspension system is determined by two factors,one is the proper strategy of damping control,another is the practical controllable damper. This is the important content of this paper.
The damping control rules have two forms,one is the on/off damping control,another is continuous damping control. The skyhook damper,which is more effective in active suspension system,is firstly researched in the paper. The on/off control performances of the skyhook damper in semi-active suspension system,the occur of chatter and its avoiding are analysis. The continuous damping rules are derived according to the feature of damping curve given by the controller in active control system.
The continuous damping control rule using adaptive controller based on artificial neuro network(ANN) is researched. This rule has no strict demand for the bandwidth of the damper,the cost of damper is low,the practicality is good.
This continuous rule can put the suspension system in the optimal damping state. The skyhook principle can be combined in this control rule,which can further attenuate the vibration of the car-body in lower frequency range,but the acceleration response in higher frequency range tend to be larger.
It is also analyzed that the time delay of the control system has different influences on both active and semi-active suspension systems. Analysis and the simulation show that the time delay in semi-active system can not influence the stability of the system,but has influences on the response performances of the system. Too large system time delay will enlarge the acceleration response,the ride corfortabilty will be lower,but it can not make the system unsteady. The results of simulation has proved this conclusion.
For the research of the damping control strategy one type of controllable
damper,magnetico-rheological(MR) damper,was constructed and tested,the damping force and displacement characteristic curves,the damping force and velocity characteristic curves are obtained,so that the damping force and voltage(current) model,or the damping coefficient and voltage(current) model can be further obtained. Damping force can be controlled in one of the two ways,open loop control or force feedback control.
During research,in this paper,both damping control strategy and the damper modeling are combined in the same system model,and the simulation model. During the simulation of the secondary lateral suspensions for the high speed passenger vehicle with no-bolster bogie,the effective using semi-active control to improve the ride comfort are studied. The results of simulation show that,compared to the passive suspension system with optimal damping,using continuous damping control rules,the RMS values of lateral response acceleration car body can be reduced 20% to 25%,maximum values( 3er ) of lateral acceleration can be reduced 40% to 50%,the ride comfort index can be reduced 10% to 15%.
The research in this paper has proved that,it is effective using semi-active damping control to improve the ride comfort for the high speed passenger vehicle . It is feasible using adaptive controller to output the continuous damping. Because of the speciality of the controlling force of semi-active suspension system,the system time delay has no influences on the system stability. The MR-damper is good on the principle,on control effect,on response characteristics,etc.,after further improvements it can be used as a selectable controllable damper for semi-active suspension system.
引文
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