汽车主动悬架减振控制技术
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摘要
随着汽车技术的发展,汽车主动悬架成为一个研究热点。当前的主动悬架减振控制研究基本上还停留在理论阶段,主要有以下几个方面的问题需要解决:第一,系统模型问题。汽车作为一个运行道路情况无法获知的复杂机械体,对其进行主动减振控制的首要问题是获得尽可能切合实际但又易于设计控制器的系统模型。第二,找到安全有效的控制器。控制器始终是进行主动减振控制的核心,每一个被控对象都有其特殊性,只有仔细分析其特性,才能设计出相应的合理有效的控制器。第三,实验研究。由于进行真实系统级别的整车实验代价非常高昂,故需要设计能够反映汽车运行振动特性的虚拟样机进行虚拟实验分析和验证,以提高所设计的控制器的可行性。
本文在详细调研国内外相关文献和专利的基础上,对汽车主动悬架减振控制技术展开了研究。首先,本文提出了一种较为合理的汽车悬架模型,它可以如实的反映汽车悬架的特性,其中包括主动悬架汽车所拥有的车身参数易变化,作动器存在执行时延这两方面的特点。其次,本文提出了一种新的综合考虑系统的输入时延和参数不确定的广义H_2/H_∞最优控制器设计方法,并将其用于车辆主动悬架设计。假定作动器时延是一个已知其边界但不确定的恒定的量,且系统的不确定参数是范数有界的。针对悬架设计需求,分别用H_∞和广义H_2性能评价指标反映车身加速度和机械结构设计约束。通过定义一个李雅普诺夫函数来同时满足闭环系统的两个性能指标,将广义H_2/H_∞控制器的设计转化为线性矩阵不等式的求解。再次,本文利用虚拟样机仿真软件ADAMS和MATLAB联合构建了汽车主动悬架实验系统模型和仿真实验平台,对设计的控制器进行了虚拟样机仿真实验研究。
With the development of automotive technology, active vehicle suspensions system is increasingly becoming research focus. The current study about vibration control technology of active vehicle suspensions still remained at the theoretical stage. There are several issues needed to be resolved. First and foremost, a good system model must be needed for the vehicles are complex mobile devices. Second, safe and effective controller should be designed to get good effect, because the system what we faced is very special. Last but not least, we need experiment to check our controller. Because a real experimental system is very expensive, the virtual prototyping technology should be used which can get virtual prototyping model. Then we can make the virtual experiment as true as possible.
By studying the literature of domestic and foreign, this paper got its own results. In the first place, Reasonable vehicle suspension model is proposed, which can reflect the system's vibration characteristics including suspension parameters easy to change and actuator time delay characteristics. Next, A new method for developing generalized H_2/H_∞control problem with input time delay and parameter uncertainty was proposed, which was used in active vehicle suspensions design. The time delay of actuator was assumed as uncertain time-invariant but had a known constant bounded, and the uncertain parameter of system was norm-bounded. Aimed for the design requirements of suspensions, the H_∞and generalized H_2 performance index were used to reflect the mechanical structure design constraints and the sprung mass acceleration respectively. By defining a Lyapunov function, the two performance indices of closed-loop system were met simultaneously. Then the problem of designing a mixed generalized H_2/H_∞controller was transformed into the calculation of linear matrix inequalities. Last, the virtual prototyping simulation software ADAMS(Automatic Dynamic Analysis of Mechanical Systems) and MATLAB were used and a virtual prototype experiment platform have been build for experiments.
本文在详细调研国内外相关文献和专利的基础上,对汽车主动悬架减振控制技术展开了研究。首先,本文提出了一种较为合理的汽车悬架模型,它可以如实的反映汽车悬架的特性,其中包括主动悬架汽车所拥有的车身参数易变化,作动器存在执行时延这两方面的特点。其次,本文提出了一种新的综合考虑系统的输入时延和参数不确定的广义H_2/H_∞最优控制器设计方法,并将其用于车辆主动悬架设计。假定作动器时延是一个已知其边界但不确定的恒定的量,且系统的不确定参数是范数有界的。针对悬架设计需求,分别用H_∞和广义H_2性能评价指标反映车身加速度和机械结构设计约束。通过定义一个李雅普诺夫函数来同时满足闭环系统的两个性能指标,将广义H_2/H_∞控制器的设计转化为线性矩阵不等式的求解。再次,本文利用虚拟样机仿真软件ADAMS和MATLAB联合构建了汽车主动悬架实验系统模型和仿真实验平台,对设计的控制器进行了虚拟样机仿真实验研究。
With the development of automotive technology, active vehicle suspensions system is increasingly becoming research focus. The current study about vibration control technology of active vehicle suspensions still remained at the theoretical stage. There are several issues needed to be resolved. First and foremost, a good system model must be needed for the vehicles are complex mobile devices. Second, safe and effective controller should be designed to get good effect, because the system what we faced is very special. Last but not least, we need experiment to check our controller. Because a real experimental system is very expensive, the virtual prototyping technology should be used which can get virtual prototyping model. Then we can make the virtual experiment as true as possible.
By studying the literature of domestic and foreign, this paper got its own results. In the first place, Reasonable vehicle suspension model is proposed, which can reflect the system's vibration characteristics including suspension parameters easy to change and actuator time delay characteristics. Next, A new method for developing generalized H_2/H_∞control problem with input time delay and parameter uncertainty was proposed, which was used in active vehicle suspensions design. The time delay of actuator was assumed as uncertain time-invariant but had a known constant bounded, and the uncertain parameter of system was norm-bounded. Aimed for the design requirements of suspensions, the H_∞and generalized H_2 performance index were used to reflect the mechanical structure design constraints and the sprung mass acceleration respectively. By defining a Lyapunov function, the two performance indices of closed-loop system were met simultaneously. Then the problem of designing a mixed generalized H_2/H_∞controller was transformed into the calculation of linear matrix inequalities. Last, the virtual prototyping simulation software ADAMS(Automatic Dynamic Analysis of Mechanical Systems) and MATLAB were used and a virtual prototype experiment platform have been build for experiments.
引文
[1] Lijima T, Akatsu Y, Takahashi K.eta. Development of a hydraulic active suspension[C] .SAE paper 931971, 1993:2142-2153
[2] Hoogterp F B, Eiler M K, Mackie W J. Active suspension in the automotive industry and the military[C]. SAE paper 961037, 1996 :96-101
[3] Doming J, Bulman D N. An active suspension for a formula one grand prix racing car[J]. J of Dynamic System ,Measurement and Control 1985, 107:73-78
[4] D Karnopp. Power requirements for vehicle suspension systems[J]. Vehicle System Dynamics, 1992,21:65-71
[5] Igor Ballo. Properties of air spring as a force generator in active vibration control systems[J]. Vehicle System Dynamics,2001,35:67-72
[6]Youn I, Hac A. Semi-active suspensions with adaptive capability[J].Journal of Sound and Vibration,1994,180(3):475-492
[7] Duym S, Stiens R, Reybrouck K. Evaluation of shock absorber models[J] . Vehicle System Dynamics,1997,27:109-127
[8]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
[9]方子帆,邓兆祥,郑玲等汽车半主动悬架系统研究进展[J].重庆大学学报, 2003,26(1):104-108
[10]应艳杰,方敏,陈无畏基于微分几何的非线性汽车悬架主动控制[J].合肥工业大学学报自然科学版第28卷第3期2005年3月
[11]李以农,郑玲,基于磁流变减振器的汽车半主动悬架非线性控制方法[J]机械工程学报第41卷第5期2005年5月
[12] Ahmet Kanbolat, Yoshifumi Oltuyamal, Fumiaki Takemori, Laszlo Gianone. H-inf vibration control of active suspension for automotive application[C] SICE 1995 July 26 28,japan
[13] Seung Gweon Jeong, Kang Sup Yoon, Jong Nyun Lee, Jong Bae, Man Hyung Lee. Robust H∞controller design for performance improvement of a semi-active suspension systems[J] IEEE. 2000
[14] Nizar AL-HoIou, Jonathan Weaver, Tarek Lahdhiri, Dae Sung Joo. Sliding mode-based fuzzy logic controller for a vehicle suspension system[C] Proceedings of the American Control Conference,1999.6, California
[15] C.F. Nicolhst, J. Landaluzet, E. Castrillot, M. Gast6nS, R. Reyerot. Application of fuzzy logic control to the design of semi-active suspension systems[J] IEEE 1997
[16] Waratt Rattasiri, Saman K Halgamuge. Computationally advantageous and stable hierarchical fuzzy systems for active suspension[J] IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 50, NO. 1, FEBRUARY 2003
[17] Sang Yong Moon, Wook Hyun Kwon. Genetic-based fuzzy control for automotive active suspensions [J] 1996 IEEE
[18]陈无畏,王其东,王志君,王启瑞,范迪彬,李智超汽车半主动悬架的非线性神经网络自适应控制研究[J]机械工程学报2000 Vol.36 No.1 P.75-78
[19]Richard, Hampo, Kenneth Marko. Neural network architectures for active suspension control[J] 1991 IEEE
[20] Salah G. Foda. Neuro-fuzzy control of a semi-active car suspension system[J] 2001 IEEE
[21] Thompson A G, Davis B R. Technical note on the lotus suspension 110 patents[J].Vehicle System Dynamics,1991,6:381-383
[22] Aoyama Y, et al. Development of the full active suspension by nissan[C] .SAE paper 901747, 1990
[23] Hoogterp F B, Eiler M K, Mackie W J.Active suspension in the automotive industry and the military[C].SAE paper,No.961037,1996,96-101
[24] Venture G, Bodson P, Gautier M, Khalil W. Identification of the dynamic parameters of a car [C]. SAE 2003 World Congress, Detroit, USA, 2003: 2003-01-1283.
[25]孙涛,张振东,喻凡,沈晓鸿.油气悬架不确定性对系统鲁棒性影响的强弱分析[J].振动与冲击,2007,26(12): 18-22.
[26]管成,朱善安液压主动悬架的非线性自适应控制[J].汽车工程,2004, 26(6): 691-695.
[27]沈伟,施光林气动人工肌肉主动悬架系统的可变自整定离散PID控制[J].系统仿真学报,第17卷第9期, 2005:2226-2230.
[28] Yun-Ho Shin, Kwang-Joon Kim. Performance enhancement of pneumatic vibration isolation tables in low frequency range by time delay control [J]. Journal of sound and vibration, 2009, 321:537–553.
[29] Gu K, Niculescu S. Survey on recent results in the stability and control of time-delay systems [J]. Journal of Dynamic Systems, Measurement and Control, 2003, 125:158-165.
[30] Wang Y Q, Zhou D H, Gao F R. Generalized predictive control of linear systems with actuator arrearage faults [J]. Journal of Process Control, 2009, 19(5):803-815.
[31] Du H P, Zhang N. H∞control of active vehicle suspensions with actuator time delay [J]. Journal of sound and vibration, 2007, 301: 236–252.
[32] Jalili N, Esmailzadeh E. Optimum active vehicle suspensions with actuator time delay [J]. Journal of Dynamic Systems, Measurement, and Control, 2001, 123:54–61.
[33]陈军MSC.ADAMS技术与工程分析实例[M]北京中国水利水电出版社
[34] Hrovat D.Survey of advanced suspension developments and related optimal control applications[J].Automatica, 1997,33(10):1781-1817
[35] ISO 2631-1:1997(E) .Mechanical vibration and shock-Evaluation of human exposure to whole-body vibration-Part 1:General requirements[M]
[36]林茂成,赵济海起草GB7031-1987车辆振动输入-路面平度表示法[M].北京中国标准出版社,1987
[37]余志生汽车理论[M]北京机械工业出版社2005第3版
[38] Scherer C, Gahinet P, Chilali M. Multi-Objective Output-Feedback Control via LMI Optimization [J]. IEEE Trans Automatic Control, 1997, 42(7):896-911.
[39] Li X, Guay M, Huang B, Fisher G D. Delay-dependent robust H∞control of uncertain linear systems with input delay [C]. Proceedings of the American Control Conference, San Diego, California, 1999:800-804.
[40] Roh H S, Park Y. Stochastic optimal preview control of an active vehicle suspension [J]. Journal of sound and vibration, 1999, 220(2):313-330.
[41]俞立鲁棒控制-线性矩阵不等式处理方法[M]北京清华大学出版社2002年第一版
[42]Karnopp D,Crosby M J,Harwood R A. Vibration control using semi-active force generators[J]. ASME Journal of Engineering for Industry,1974,5(2):619-629
[43]郑建荣.ADAMS-虚拟样机技术入门与提高[M].北京机械工业出版社,2001
[44]范成建,熊光明,周明飞.虚拟样机软件MSC.ADAMS应用与提高[M].北京机械工业出版社,2006
[2] Hoogterp F B, Eiler M K, Mackie W J. Active suspension in the automotive industry and the military[C]. SAE paper 961037, 1996 :96-101
[3] Doming J, Bulman D N. An active suspension for a formula one grand prix racing car[J]. J of Dynamic System ,Measurement and Control 1985, 107:73-78
[4] D Karnopp. Power requirements for vehicle suspension systems[J]. Vehicle System Dynamics, 1992,21:65-71
[5] Igor Ballo. Properties of air spring as a force generator in active vibration control systems[J]. Vehicle System Dynamics,2001,35:67-72
[6]Youn I, Hac A. Semi-active suspensions with adaptive capability[J].Journal of Sound and Vibration,1994,180(3):475-492
[7] Duym S, Stiens R, Reybrouck K. Evaluation of shock absorber models[J] . Vehicle System Dynamics,1997,27:109-127
[8]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
[9]方子帆,邓兆祥,郑玲等汽车半主动悬架系统研究进展[J].重庆大学学报, 2003,26(1):104-108
[10]应艳杰,方敏,陈无畏基于微分几何的非线性汽车悬架主动控制[J].合肥工业大学学报自然科学版第28卷第3期2005年3月
[11]李以农,郑玲,基于磁流变减振器的汽车半主动悬架非线性控制方法[J]机械工程学报第41卷第5期2005年5月
[12] Ahmet Kanbolat, Yoshifumi Oltuyamal, Fumiaki Takemori, Laszlo Gianone. H-inf vibration control of active suspension for automotive application[C] SICE 1995 July 26 28,japan
[13] Seung Gweon Jeong, Kang Sup Yoon, Jong Nyun Lee, Jong Bae, Man Hyung Lee. Robust H∞controller design for performance improvement of a semi-active suspension systems[J] IEEE. 2000
[14] Nizar AL-HoIou, Jonathan Weaver, Tarek Lahdhiri, Dae Sung Joo. Sliding mode-based fuzzy logic controller for a vehicle suspension system[C] Proceedings of the American Control Conference,1999.6, California
[15] C.F. Nicolhst, J. Landaluzet, E. Castrillot, M. Gast6nS, R. Reyerot. Application of fuzzy logic control to the design of semi-active suspension systems[J] IEEE 1997
[16] Waratt Rattasiri, Saman K Halgamuge. Computationally advantageous and stable hierarchical fuzzy systems for active suspension[J] IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, VOL. 50, NO. 1, FEBRUARY 2003
[17] Sang Yong Moon, Wook Hyun Kwon. Genetic-based fuzzy control for automotive active suspensions [J] 1996 IEEE
[18]陈无畏,王其东,王志君,王启瑞,范迪彬,李智超汽车半主动悬架的非线性神经网络自适应控制研究[J]机械工程学报2000 Vol.36 No.1 P.75-78
[19]Richard, Hampo, Kenneth Marko. Neural network architectures for active suspension control[J] 1991 IEEE
[20] Salah G. Foda. Neuro-fuzzy control of a semi-active car suspension system[J] 2001 IEEE
[21] Thompson A G, Davis B R. Technical note on the lotus suspension 110 patents[J].Vehicle System Dynamics,1991,6:381-383
[22] Aoyama Y, et al. Development of the full active suspension by nissan[C] .SAE paper 901747, 1990
[23] Hoogterp F B, Eiler M K, Mackie W J.Active suspension in the automotive industry and the military[C].SAE paper,No.961037,1996,96-101
[24] Venture G, Bodson P, Gautier M, Khalil W. Identification of the dynamic parameters of a car [C]. SAE 2003 World Congress, Detroit, USA, 2003: 2003-01-1283.
[25]孙涛,张振东,喻凡,沈晓鸿.油气悬架不确定性对系统鲁棒性影响的强弱分析[J].振动与冲击,2007,26(12): 18-22.
[26]管成,朱善安液压主动悬架的非线性自适应控制[J].汽车工程,2004, 26(6): 691-695.
[27]沈伟,施光林气动人工肌肉主动悬架系统的可变自整定离散PID控制[J].系统仿真学报,第17卷第9期, 2005:2226-2230.
[28] Yun-Ho Shin, Kwang-Joon Kim. Performance enhancement of pneumatic vibration isolation tables in low frequency range by time delay control [J]. Journal of sound and vibration, 2009, 321:537–553.
[29] Gu K, Niculescu S. Survey on recent results in the stability and control of time-delay systems [J]. Journal of Dynamic Systems, Measurement and Control, 2003, 125:158-165.
[30] Wang Y Q, Zhou D H, Gao F R. Generalized predictive control of linear systems with actuator arrearage faults [J]. Journal of Process Control, 2009, 19(5):803-815.
[31] Du H P, Zhang N. H∞control of active vehicle suspensions with actuator time delay [J]. Journal of sound and vibration, 2007, 301: 236–252.
[32] Jalili N, Esmailzadeh E. Optimum active vehicle suspensions with actuator time delay [J]. Journal of Dynamic Systems, Measurement, and Control, 2001, 123:54–61.
[33]陈军MSC.ADAMS技术与工程分析实例[M]北京中国水利水电出版社
[34] Hrovat D.Survey of advanced suspension developments and related optimal control applications[J].Automatica, 1997,33(10):1781-1817
[35] ISO 2631-1:1997(E) .Mechanical vibration and shock-Evaluation of human exposure to whole-body vibration-Part 1:General requirements[M]
[36]林茂成,赵济海起草GB7031-1987车辆振动输入-路面平度表示法[M].北京中国标准出版社,1987
[37]余志生汽车理论[M]北京机械工业出版社2005第3版
[38] Scherer C, Gahinet P, Chilali M. Multi-Objective Output-Feedback Control via LMI Optimization [J]. IEEE Trans Automatic Control, 1997, 42(7):896-911.
[39] Li X, Guay M, Huang B, Fisher G D. Delay-dependent robust H∞control of uncertain linear systems with input delay [C]. Proceedings of the American Control Conference, San Diego, California, 1999:800-804.
[40] Roh H S, Park Y. Stochastic optimal preview control of an active vehicle suspension [J]. Journal of sound and vibration, 1999, 220(2):313-330.
[41]俞立鲁棒控制-线性矩阵不等式处理方法[M]北京清华大学出版社2002年第一版
[42]Karnopp D,Crosby M J,Harwood R A. Vibration control using semi-active force generators[J]. ASME Journal of Engineering for Industry,1974,5(2):619-629
[43]郑建荣.ADAMS-虚拟样机技术入门与提高[M].北京机械工业出版社,2001
[44]范成建,熊光明,周明飞.虚拟样机软件MSC.ADAMS应用与提高[M].北京机械工业出版社,2006