[go: up one dir, main page]

CN110712491B - Layered control method, system and medium for vehicle modal decoupling - Google Patents

Layered control method, system and medium for vehicle modal decoupling Download PDF

Info

Publication number
CN110712491B
CN110712491B CN201910983324.4A CN201910983324A CN110712491B CN 110712491 B CN110712491 B CN 110712491B CN 201910983324 A CN201910983324 A CN 201910983324A CN 110712491 B CN110712491 B CN 110712491B
Authority
CN
China
Prior art keywords
modal
representing
vehicle
formula
matrix
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201910983324.4A
Other languages
Chinese (zh)
Other versions
CN110712491A (en
Inventor
张邦基
丁飞
胡文
黎乾龙
章杰
秦安
李达
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hunan University
Original Assignee
Hunan University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hunan University filed Critical Hunan University
Priority to CN201910983324.4A priority Critical patent/CN110712491B/en
Publication of CN110712491A publication Critical patent/CN110712491A/en
Application granted granted Critical
Publication of CN110712491B publication Critical patent/CN110712491B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本发明公开了一种用于车辆模态解耦的分层控制方法、系统及介质，本发明方法的实施步骤包括：获取车辆的构造数据和行车数据，建立整车七自由度振动参考模型并用模态转换矩阵TF转换，得到一个用于将车辆模型表示为解耦模态坐标方程的新七自由度模态解耦方程，基于新七自由度模态解耦方程通过上层控制器根据控制目标求出期望模态控制力；通过下层控制器结合具体的悬架作动器系统模型跟踪获取的期望模态控制力。本发明能够使车辆的几种模态之间相互解耦，能够有效地提高整体控制质量，有利于降低控制系统的复杂性，可用于研究车辆运动、分析复杂的车辆模型、解决车辆运动时的多干扰、非线性、滞后、不确定性以及强耦合等问题。

Figure 201910983324

The invention discloses a layered control method, system and medium for vehicle modal decoupling. The implementation steps of the method of the invention include: acquiring structural data and driving data of the vehicle, establishing a seven-degree-of-freedom vibration reference model of the whole vehicle, and using The modal transformation matrix TF is transformed to obtain a new 7-DOF modal decoupling equation for representing the vehicle model as a decoupled modal coordinate equation. Based on the new 7-DOF modal decoupling equation, the upper-level controller is used to control the target according to the Obtain the desired modal control force; track the desired modal control force obtained by the lower controller combined with the specific suspension actuator system model. The invention can decouple several modes of the vehicle from each other, can effectively improve the overall control quality, is beneficial to reduce the complexity of the control system, and can be used to study vehicle motion, analyze complex vehicle models, and solve problems during vehicle motion. Problems such as multiple disturbances, nonlinearity, hysteresis, uncertainty, and strong coupling.

Figure 201910983324

Description

Layered control method, system and medium for vehicle modal decoupling
Technical Field
The invention relates to a vehicle control technology, in particular to a layered control method, a layered control system and a layered control medium for vehicle modal decoupling, which are used for realizing the layered control of the vehicle modal decoupling.
Background
The vehicle has 7 coupled motion modes in the driving process, namely the dominant vertical direction, pitching and rolling modes of the vehicle body and the dominant vertical direction, pitching, rolling and twisting modes of the wheel set, when the vehicle drives, the vibration modes are mutually coupled, namely the coupled vibration generated by the suspended mass and the non-suspended mass of the vehicle, so that the driving smoothness of the vehicle is reduced, and the comfort of a driver is also reduced. The suspension system is connected with wheels and a vehicle body, the motion mode of the vehicle can be directly changed through controlling the suspension, but the traditional control mode of the suspension is usually controlled according to a certain mode, and due to the fact that coupling exists among the modes, the performance of motion of other modes can be influenced while the certain mode is controlled, so that the motion performance of the mode is improved, and the performance of motion of other modes is reduced.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: the invention can decouple several modes of the vehicle, thereby realizing the independent control of a certain mode without influencing other motion modes. The invention solves the problem that the traditional control method can not ensure the performance of other modes while controlling a certain mode, and the application of the vehicle mode decoupling hierarchical control method has profound significance for researching vehicle motion, analyzing complex vehicle models and solving the problems of multiple interferences, nonlinearity, lag, uncertainty, strong coupling and the like during vehicle motion.
In order to solve the technical problems, the invention adopts the technical scheme that:
a hierarchical control method for vehicle modal decoupling comprises the following implementation steps:
1) acquiring construction data and driving data of a vehicle;
2) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data;
3) converting a whole vehicle seven-degree-of-freedom vibration reference model of a vehicle by using a mode conversion matrix TF to obtain a new seven-degree-of-freedom modal decoupling equation for representing the vehicle model as a decoupling modal coordinate equation;
4) calculating expected modal control force according to a control target by an upper layer controller based on a new seven-degree-of-freedom modal decoupling equation;
5) the acquired desired modal control force is tracked by the underlying controller in conjunction with a specific suspension actuator system model.
Preferably, the detailed steps of step 2) include:
2.1) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data, wherein the function expression of the whole vehicle seven-degree-of-freedom vibration reference model is shown as the formula (1);
Figure BDA0002235921590000021
in the formula (1), ZsIndicating vertical displacement of the vehicle body, ZgijRepresenting the road profile excitation, Z, of each tyreuijRepresenting the vertical displacement at the four corners of the unsprung mass, FsijRepresenting the suspension force at each corner, FaijIndicating the control force, M, at each cornerrIs the roll moment, m, produced by the lateral excitationuijRepresenting four unsprung masses, msRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the roll moment of inertia, theta is the pitch angle,
Figure BDA0002235921590000022
is the roll angle, a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, trOne-half of the rear wheel track of the vehicle, tfOne-half of the front wheel track of the vehicle, KtijRepresents vertical stiffness, wherein i ═ f, r, j ═ l, r;
2.2) rewriting the whole vehicle seven-degree-of-freedom vibration reference model into a matrix form shown in the formula (2);
Figure BDA0002235921590000023
in the formula (2), M represents a mass coefficient matrix, and C representsA damping coefficient matrix, K a stiffness coefficient matrix, F a force matrix, Z a state quantity,
Figure BDA0002235921590000024
the first order differential of Z is represented,
Figure BDA0002235921590000025
representing the second differential of Z.
Preferably, the functional expression of the mode conversion matrix TF used in step 3) is as shown in formula (3);
Figure BDA0002235921590000026
in the formula (3), a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, c is 2(a + b), q1＝4tf，q2＝4tr，trOne-half of the rear wheel track of the vehicle, tfIs one half of the track of the front wheel of the vehicle.
Preferably, the functional expression of the new seven-degree-of-freedom modal decoupling equation obtained in the step 3) is shown as a formula (4);
Figure BDA0002235921590000027
in the formula (4), MmRepresenting a matrix of modal quality coefficients, CmRepresenting a modal damping coefficient matrix, KmRepresenting a modal stiffness coefficient matrix, LrRepresenting a matrix of road modal input coefficients, qrRepresenting road modal input, DuRepresenting a matrix of modal control quantity coefficients, u modal control quantity, ZmThe amount of modal state is represented by,
Figure BDA0002235921590000028
represents ZmThe first order differential of the first order of the,
Figure BDA0002235921590000029
represents ZmSecond order of (3)And (6) differentiating.
Preferably, the upper controller in the step 4) is one of an H ∞ controller, an H2 controller, a synovial controller, a linear quadratic regulator, a linear quadratic gaussian controller, and a fuzzy controller.
Preferably, when the upper controller in step 4) obtains the desired modal control force from the control target, the functional expression of the control target is represented by the formula (5), and the desired modal control force is obtained as u ═ Fb Fp Fr Fw]TIn which F isb、Fp、Fr、FwSuspension forces of four modes, namely vertical, pitching, side-tipping and twisting are respectively adopted;
Figure BDA0002235921590000031
in equation (5), J is an objective function, x is a state quantity, u is a controlled variable, and Q, R is a weight matrix of the state quantity and the controlled variable, respectively.
Preferably, the step 5) of tracking the acquired desired modal control force by the underlying controller in conjunction with the particular suspension actuator system model comprises the detailed steps of:
5.1) converting the obtained expected modal control force into an expected control force under a natural coordinate through a modal conversion matrix TF, wherein the expected control force is an active vertical force provided by suspensions at four corners;
and 5.2) designing a controller and the expected modal control force, and solving the optimal control quantity to be used as the control input of the system to finally achieve the expected control effect.
The invention also provides a hierarchical control system for vehicle modal decoupling, comprising a computer device programmed to perform the steps of the aforementioned hierarchical control method for vehicle modal decoupling of the invention.
The invention also provides a hierarchical control system for vehicle modal decoupling, comprising a computer device having a storage medium having stored thereon a computer program programmed to execute the aforementioned hierarchical control method for vehicle modal decoupling of the invention.
The present invention also provides a computer readable storage medium having stored thereon a computer program programmed to execute the aforementioned hierarchical control method for vehicle modal decoupling of the present invention.
Compared with the prior art, the invention has the following advantages:
1. according to the invention, the vehicle model is expressed as a decoupling modal coordinate equation through the conversion matrix, so that the coupling relation among seven modes is quantitatively described, several modes of the vehicle can be decoupled mutually, a certain mode can be controlled independently without influencing other motion modes, the problem that the performance of other modes cannot be ensured when a traditional control method is used for controlling the certain mode is solved, and the application of the vehicle mode decoupling hierarchical control method has profound significance for researching vehicle motion and analyzing complex vehicle models and solving the problems of multiple interferences, nonlinearity, hysteresis, uncertainty, strong coupling and the like during vehicle motion.
2. The invention adopts a layered control method, so that the upper layer controller calculates the expected control quantity, and the lower layer controller tracks the expected control quantity, thereby being widely used for researching the independent control of each mode of the active suspension. The hierarchical control utilizes the advantage of modular design, can effectively improve the overall control quality, adopts the hierarchical control method to avoid the switching of control modes when designing the controller, and is favorable for reducing the complexity of a control system.
Drawings
FIG. 1 is a schematic diagram of the basic flow of the process of the present invention.
FIG. 2 is a diagram of a seven-degree-of-freedom reference model of the method of the present invention.
FIG. 3 is a flow chart of the hierarchical control design of the method of the present invention.
Detailed Description
The technical scheme of the invention is clearly and completely explained in the following by combining the attached drawings.
The method is explained by taking the roll mode control of the vehicle as an example, and the control of the roll mode is realized on the basis of a roll and torsion mode coordinate equation and a mode state variable of the vehicle.
As shown in fig. 1, the implementation steps of the hierarchical control method for decoupling vehicle modes in the present embodiment include:
1) acquiring construction data and driving data of a vehicle;
2) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data;
3) converting a whole vehicle seven-degree-of-freedom vibration reference model of a vehicle by using a mode conversion matrix TF to obtain a new seven-degree-of-freedom modal decoupling equation for representing the vehicle model as a decoupling modal coordinate equation;
4) calculating expected modal control force according to a control target by an upper layer controller based on a new seven-degree-of-freedom modal decoupling equation;
5) the acquired desired modal control force is tracked by the underlying controller in conjunction with a specific suspension actuator system model.
In acquiring the construction data and the traveling data of the vehicle in the embodiment 1), the construction data includes the sprung mass m of the vehiclesUnsprung mass muijSide-tipping moment of inertia IxPitching moment of inertia IyThe distance a from the center of mass of the vehicle to the front axle, the distance b from the center of mass of the vehicle to the rear axle, and the wheel tread t of the front wheel of the vehiclefAnd a vehicle rear wheel track 2tr(ii) a The driving data includes roll angle
Figure BDA0002235921590000041
And a pitch angle theta.
In this embodiment, the detailed steps of step 2) include:
2.1) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data, wherein the function expression of the whole vehicle seven-degree-of-freedom vibration reference model is shown as the formula (1);
Figure BDA0002235921590000042
in the formula (1), ZsIndicating vertical displacement of the vehicle body, ZgijRepresenting the road profile excitation, Z, of each tyreuijRepresenting the vertical displacement at the four corners of the unsprung mass, FsijRepresenting the suspension force at each corner, FaijIndicating the control force, M, at each cornerrIs the roll moment, m, produced by the lateral excitationuijRepresenting four unsprung masses, msRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the roll moment of inertia, theta is the pitch angle,
Figure BDA0002235921590000043
is the roll angle, a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, trOne-half of the rear wheel track of the vehicle, tfOne-half of the front wheel track of the vehicle, KtijRepresents vertical stiffness, wherein i ═ f, r, j ═ l, r;
2.2) rewriting the whole vehicle seven-degree-of-freedom vibration reference model into a matrix form as shown in the formula (2);
Figure BDA0002235921590000051
in the formula (2), M represents a mass coefficient matrix, C represents a damping coefficient matrix, K represents a stiffness coefficient matrix, F represents a force matrix, Z represents a state quantity,
Figure BDA0002235921590000052
the first order differential of Z is represented,
Figure BDA0002235921590000053
representing the second differential of Z.
Figure BDA0002235921590000054
In the formula (2-1), msRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the moment of inertia of roll, mu1～mu4Representing four unsprung masses respectively.
Figure BDA0002235921590000055
In the formula (2-2), ksfIndicating front wheel suspension spring stiffness, ksrIndicating the rear wheel suspension spring rate, ktfRepresenting the front wheel tire stiffness, ktrRepresenting the rigidity of the rear wheel tyre, a is the distance from the vehicle mass center to the front axle, b is the distance from the vehicle mass center to the rear axle, and trOne-half of the rear wheel track of the vehicle, tfIs one half of the track of the front wheel of the vehicle.
Figure BDA0002235921590000056
In the formula (2-3), csfIndicating front wheel suspension damping, csrRepresenting rear wheel suspension damping, a being the distance from the vehicle's center of mass to the front axle, b being the distance from the vehicle's center of mass to the rear axle, trOne-half of the rear wheel track of the vehicle, tfIs one half of the track of the front wheel of the vehicle.
Figure BDA0002235921590000061
In the formula (2-4), ktfRepresenting the front wheel tire stiffness, ktrRepresenting the rear wheel tyre stiffness, Zg1～Zg4Each representing four tire road surface inputs.
In this embodiment, the functional expression of the mode conversion matrix TF used in step 3) is as shown in formula (3);
Figure BDA0002235921590000062
in the formula (3), a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, c is 2(a + b), q1＝4tf，q2＝4tr，trOne-half of the rear wheel track of the vehicle, tfIs one half of the track of the front wheel of the vehicle.
In the embodiment, 3) the whole vehicle seven-degree-of-freedom vibration reference model of the vehicle is converted by using the mode conversion matrix TF, so that a new seven-degree-of-freedom modal decoupling equation for representing the vehicle model as a decoupling modal coordinate equation is obtained. Expressing a whole vehicle seven-degree-of-freedom vibration reference model of a vehicle as a decoupling modal coordinate equation shown as a formula (3-1);
Figure BDA0002235921590000063
in the formula (3-1), FmodalAnd ZmodalRespectively representing modal force and modal displacement, TF representing a modal transformation matrix, FcornerAnd ZcornerRespectively representing force and displacement in the vertical direction; the functional expression of the mode conversion matrix TF is shown as the formula (3);
converting the suspension force into a modal coordinate representation as shown in formula (3-2);
Figure BDA0002235921590000064
in the formula (3-2), FSRepresenting modal suspension force, CSA diagonal matrix of damping for four suspensions is shown,
Figure BDA0002235921590000065
represents QSThe first order differential of the first order of the,
Figure BDA0002235921590000066
Shi Xinsuspension deformation mode vectors (including vertical, pitch, roll and warp mode vectors), KSA diagonal matrix of the rigidities of the four suspensions is represented, and TF represents a mode conversion matrix.
The sprung mass is regarded as a rigid body, so that imaginary torsional motion is added to a sprung mass equation, as shown in a formula (3-3);
Figure BDA0002235921590000067
in the formula (3-3), diag (m)s,Iy,Ix,Iw) Representing a diagonal matrix of sprung mass and three moments of inertia,
Figure BDA0002235921590000068
which represents the second order differential of Q,
Figure BDA0002235921590000071
is a new spring-loaded mass modal vector (consisting of vertical, pitch, roll and imaginary torsional modal vectors), TF represents the modal transformation matrix, FSRepresenting modal suspension force, FARepresenting the modal control force and MR representing the modal roll moment generated by the lateral excitation. m issRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the rolling moment of inertia, IwRepresents the torsional moment of inertia, I, since the sprung mass is rigidwInfinite, torsional moment of inertia IwThe reciprocal of (d) is equal to zero.
Substituting the suspension force in (3-2) into (3-3) and rewriting the suspension force into an expression (3-4);
Figure BDA0002235921590000072
in the formula (3-4), the metal oxide,
Figure BDA0002235921590000073
denotes the second differential of Q, diag (m)s,Iy,Ix,Iw) Representing a diagonal matrix formed by the sprung mass and the three moments of inertia, TF representing a modal transformation matrix, CSA diagonal matrix of the stiffness of the four suspensions is shown,
Figure BDA0002235921590000074
represents QSThe first order differential of the first order of the,
Figure BDA0002235921590000075
is a new suspension deformation modal vector (including vertical, pitch, roll and torsion modal vectors), KSDiagonal matrix representing the damping contribution of four suspensions, FARepresenting the modal control force and MR representing the modal roll moment generated by the lateral excitation. m issRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the rolling moment of inertia, IwRepresenting the torsional moment of inertia. h isuRepresenting the suspension vertical modal vector, θuA vector representing the pitch mode of the suspension,
Figure BDA0002235921590000076
representing the suspension roll mode vector, ωuRepresenting the suspension twist mode vector.
Converting an unsprung mass equation of motion into a modal form;
after force and displacement conversion, the unsprung mass equations of motion may be written as equation (3-5);
Figure BDA0002235921590000077
in the formula (3-5), TF represents a mode conversion matrix,
Figure BDA0002235921590000078
represents QSThe second order differential of (a) is,
Figure BDA0002235921590000079
represents QSThe first order differential of the first order of the,
Figure BDA00022359215900000710
is the new suspension deformation mode vector (including vertical, pitch, roll and torsion mode vectors),
Figure BDA00022359215900000711
which represents the second order differential of Q,
Figure BDA00022359215900000712
is a new spring-loaded mass modal vector (composed of vertical, pitch, roll and imaginary torsional modal vectors), MuRepresenting the unsprung mass matrix, KTRepresenting the modal stiffness matrix, Q, of the tireGRepresenting the modal road surface input of the tire, CSDiagonal matrix, K, representing the modal damping of four suspensionsSRepresenting a diagonal matrix of modal stiffnesses of four suspensions, FARepresenting modal control forces.
Substituting (3-4) into (3-5) to obtain the unsprung mass modal equation.
Finally, combining the first three rows of the formula (3-4) with the unsprung mass modal motion equation to derive a new seven-degree-of-freedom modal decoupling equation, expressing by modal state variables, and writing into a matrix form as shown in the formula (4). In this embodiment, the functional expression of the new seven-degree-of-freedom modal decoupling equation obtained in step 3) is as shown in formula (4).
Figure BDA00022359215900000713
In the formula (4), MmAnd (3) representing a modal quality coefficient matrix, wherein the functional expression of the modal quality coefficient matrix is shown as the formula (4-1).
Figure BDA0002235921590000081
Represents ZmThe second order differential of (a) is,
Figure BDA0002235921590000082
represents ZmFirst order differentiation of; zmThe modal state quantity is expressed, and the functional expression thereof is expressed by the formula (4-2). KmRepresenting a modal stiffness matrixThe functional expression is shown as the formula (4-3). CmAnd (3) representing a modal damping matrix, wherein the functional expression of the modal damping matrix is shown as a formula (4-4). L isrAnd (3) representing a road surface modal input coefficient matrix, wherein the functional expression of the matrix is shown as the formula (4-4). DuAnd (3) representing a modal control quantity coefficient matrix, wherein the functional expression of the modal control quantity coefficient matrix is shown as the formula (4-5). q. q.srRepresents the modal input of the four-wheel road surface, and u represents the modal control force input.
Figure BDA0002235921590000083
In the formula (4-1), msRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the roll moment of inertia. Modal quality coefficient matrix MmIn the four terms of the unsprung mass can be 1, and the modal damping matrix C can also be selectedmModal stiffness matrix KmAnd road surface modal input coefficient matrix LrThe corresponding lines of (a) present the formula.
Figure BDA0002235921590000084
In the formula (4-2), ZsRepresenting the vertical modal vector of the car body, theta representing the pitch modal vector of the car body,
Figure BDA0002235921590000085
represents the roll mode vector of the vehicle body, huRepresenting the suspension vertical modal vector, θuA vector representing the pitch mode of the suspension,
Figure BDA0002235921590000086
representing the suspension roll mode vector, ωuRepresenting the suspension twist mode vector. The first three variables represent the three modal coordinates of the body and the last four represent the four modal coordinates of the suspension deformation.
Figure BDA0002235921590000087
In the formula (4-3), kijThe modal stiffness of the ith row and the jth column is shown, and the value ranges of i and j are both smaller than equal 7.
Figure BDA0002235921590000091
In the formula (4-4), cijThe modal damping of the ith row and the jth column is shown, and the value ranges of i and j are both smaller than equal 7.
Figure BDA0002235921590000092
In the formula (4-5), kijThe modal stiffness of the ith row and the jth column is represented, the value range of i is smaller than equal 7, and the value range of j is smaller than equal 4.
Figure BDA0002235921590000093
In the formula (4-6), dijAnd the modal control quantity coefficient of the ith row and the jth column is represented, the value range of i is smaller than equal 7, and the value range of j is smaller than equal 4.
Since the vehicle is laterally asymmetric, in the modal stiffness matrix KmSum mode damping matrix CmMiddle, vertical and pitch modal coupling stiffness (k)15、k24、k45And k54) And damping (c)15、c24、c45And c54) Is non-zero. But due to the longitudinal symmetry of the vehicle, the inherent roll/warp modal coupling stiffness (k)37、k67、k76) And damping (c)37、c67、c76) Are all zero. Therefore, in order to design a roll/twist modal decoupling controller, a modal control quantity coefficient matrix DuOff diagonal element of (d)64And d73) Must be zero.
Modal stiffness matrix KmModal damping matrix CmThe term (2) is obtained by calculating from (3-4) and (3-5). These matrices showVertical and pitching modes are mutually coupled and decoupled with a roll mode and a torsion mode, the roll mode and the torsion mode are mutually coupled, and a block matrix Km1And Cm1(Km3And Cm2) The diagonal elements of (a) represent the vertical, pitch, roll and warp modal stiffness and damping, respectively, of the sprung mass (suspension deflection), and the off-diagonal elements represent the mode coupling stiffness and damping. From the above matrix, the vertical and pitch motion modes of the vehicle are coupled to each other, while the roll and warp motion modes are decoupled and independent from each other, and similarly, the roll and warp motion modes are coupled to each other. By utilizing the physical significance of a modal equation and controlling modal force, a controller can be directly designed for a single motion mode without influencing other motion modes. To achieve decoupled control, the control input must null the modal coupling stiffness/damping of the body and suspension deformations.
In order to realize the control of a single motion mode without influencing other motion modes, a hierarchical controller is designed, and a plurality of control methods can realize hierarchical control, such as H infinity and H2 control, sliding mode control, linear quadratic regulator/linear quadratic Gaussian control, fuzzy control and the like, and are selected according to specific conditions. Therefore, the upper controller in step 4) may be selected as one of an H ∞ controller, an H2 controller, a synovial membrane controller, a linear quadratic regulator, a linear quadratic gaussian controller, and a fuzzy controller, as needed.
In the present embodiment, when the upper controller in step 4) obtains the desired modal control force from the control target, the functional expression of the control target is represented by the formula (5), and the desired modal control force is obtained as u ═ Fb Fp Fr Fw]TIn which F isb，Fp，Fr，FwThe control forces of four modes of vertical, pitching, side-tipping and twisting are respectively;
Figure BDA0002235921590000101
in equation (5), J is an objective function, x is a state quantity, u is a controlled variable, and Q, R is a weight matrix of the state quantity and the controlled variable, respectively.
The new seven-degree-of-freedom modal decoupling equation shown in the formula (4) is rewritten into a new seven-degree-of-freedom modal decoupling equation shown in the formula (6)
Figure BDA0002235921590000102
In the formula (6), the reaction mixture is,
Figure BDA0002235921590000103
represents XmFirst order differential of, AmCoefficient matrix representing modal state quantities, BmRepresenting a matrix of road modal input coefficients, MymRepresenting active modal control moment input, DmRepresenting a matrix of modal control coefficients, qrRepresenting modal input for a four-wheel road surface and u representing control force input. XmRepresents a modal state quantity, as shown in the formula (7)
Figure BDA0002235921590000104
Figure BDA0002235921590000105
Represents ZmFirst order differentiation of; zmThe modal state quantity is expressed by the formula (4-2).
In this embodiment, an upper-layer controller is designed to obtain a desired modal control force, so as to implement control of a single motion mode without affecting other motion modes, fig. 3 is a design flow chart of a hierarchical controller in this embodiment, and the following takes LQR (linear quadratic regulator) control as an example.
As shown in fig. 3, the system input is a modal state quantity subjected to mode conversion, and a desired modal control force needs to be obtained by the controller in order to control a single motion mode. The state vector is:
Figure BDA0002235921590000106
in the formula (7-1),
Figure BDA0002235921590000111
is the sprung mass roll modal vector,
Figure BDA0002235921590000112
is the suspension roll mode vector, ωuIs the vector of the mode of suspension torsion,
Figure BDA0002235921590000113
is that
Figure BDA0002235921590000114
The first order differential of the first order of the,
Figure BDA0002235921590000115
is that
Figure BDA0002235921590000116
The first order differential of the first order of the,
Figure BDA0002235921590000117
is omegauFirst order differentiation of (1).
The equation of state is as follows:
Figure BDA0002235921590000118
in the formula (7-2),
Figure BDA0002235921590000119
denotes the first differential of x, x denotes the modal state quantity, A1Representing a state quantity coefficient matrix, w representing an external input, B1Representing the matrix of external input coefficients, FmRepresenting modal control force, B2Representing a modal control force coefficient matrix.
The state feedback control law is defined as:
Fmd＝-Kx (7-3)
in the formula (7-3), FmdRepresents a modal control quantity, K represents a gain matrix, and x represents a modal state quantity.
According to the control target shown in the formula (5), an objective function shown in the formula (7-4) is provided;
Figure BDA00022359215900001110
in the formula (7-4), J represents an objective function, x represents a state quantity, and FmdRepresenting the control quantity, Q and R represent the weight matrix. After the controller has solved the weight matrices Q and R, the gain matrix K is calculated as follows:
K＝R-1B2 TP (7-5)
in the formula (7-5), R represents a weight matrix, B2And (3) representing a modal control force coefficient matrix, wherein P represents the solution of an algebraic Riccati equation, and the algebraic Riccati equation is referred to as an equation (7-6).
A1P+A1 TP-PB2R-1B2 TP+Q＝0 (7-6)
In the formula (7-6), A1Representing a matrix of state quantity coefficients, B2Representing a modal control force coefficient matrix, P representing a solution of an algebraic Riccati equation, and Q and R representing weight matrices.
The obtained gain matrix K is substituted into the formula (7-3) to obtain desired modal control forces including vertical, pitch, roll, and warp modal control forces, and since the state quantities of the controller in this example are only the roll and warp modes, the modal control forces for the vertical and pitch are both zero.
In this embodiment, the detailed step of step 5) tracking the acquired desired modal control force by the underlying controller in combination with the specific suspension actuator system model includes:
5.1) converting the obtained expected modal control force into an expected control force under a natural coordinate through a modal conversion matrix TF, wherein the expected control force is an active vertical force provided by suspensions at four corners, and the formula is shown in (8);
F＝TFTFm (8)
in formula (8), F isDesired control force in natural coordinates, FmThe obtained desired modal control force is expressed, and TF represents a modal transformation matrix.
And 5.2) designing a controller and the expected modal control force, and solving the optimal control quantity to be used as the control input of the system to finally achieve the expected control effect.
As shown in fig. 3, in the present embodiment, the system input of the lower controller is the expected modal control force calculated by the upper controller, and then converted into the control force in the natural coordinate through the modal conversion, and then the lower controller tracks the control force to calculate the required control amount, and finally the control amount is applied to the system. The actuator model can be written as shown in formula (8-1); designing a slip film function as shown in the formula (8-2); the approach rate is shown as the formula (8-3); the control quantity obtained by the simultaneous above formula is shown as a formula (8-4);
Figure BDA0002235921590000121
in the formula (8-1),
Figure BDA0002235921590000122
the first order differential of the actuator output is shown, f (ξ) is the function of the actuator output, g (ξ) is the function of the actuator output, and u is the controlled variable.
s＝ξ-ξd (8-2)
In the formula (8-2), s represents an output error, ξ represents an actual output, and ξ representsdIndicating the desired output.
Figure BDA0002235921590000123
In the formula (8-3),
Figure BDA0002235921590000129
the first order differential representing the output error,
Figure BDA0002235921590000125
representing the first order differential of the actual output,
Figure BDA0002235921590000126
first order differential, η, representing the desired output1Representing the correlation coefficient, η2And expressing the correlation coefficient, s expresses the output error of the actuator, and sign is a sign function.
Figure BDA0002235921590000127
In the formula (8-4), u represents a controlled variable, η1Representing the correlation coefficient, η2Representing the correlation coefficient, s the output error, sat (s/d) the saturation function,
Figure BDA0002235921590000128
representing the first derivative of the desired output, f (ξ) representing the function of the actuator output, and g (ξ) representing the function of the actuator output. sat (s/d) is used instead of the approximate feature function sign(s) to eliminate buffeting. And then the control quantity u is used as a control input, and finally the expected control effect is achieved.
The modal decoupling hierarchical control method designed by the embodiment can decouple several modes of the vehicle, a vehicle model is expressed as a decoupling modal coordinate equation, and the coupling relation between the seven modes is quantitatively described, so that a certain mode is controlled independently without influencing other motion modes. The adoption of the hierarchical control method can avoid the switching of the control modes, is beneficial to reducing the complexity of the control system, and simultaneously, the hierarchical control utilizes the advantage of modular design, thereby effectively improving the overall control quality.
In addition, the present embodiment also provides a hierarchical control system for vehicle modal decoupling, which includes a computer device programmed to execute the steps of the hierarchical control method for vehicle modal decoupling described in the present embodiment.
In addition, the present embodiment also provides a hierarchical control system for vehicle modal decoupling, which includes a computer device, where a storage medium of the computer device stores a computer program programmed to execute the hierarchical control method for vehicle modal decoupling according to the present embodiment.
Furthermore, the present embodiment also provides a computer-readable storage medium, on which a computer program is stored, which is programmed to execute the aforementioned hierarchical control method for vehicle modal decoupling of the present embodiment.
The above description is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention, and are considered to be within the scope of the invention.

Claims (7)

1. A hierarchical control method for vehicle modal decoupling, characterized by implementation steps comprising:
1) acquiring construction data and driving data of a vehicle;
2) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data;
3) converting a whole vehicle seven-degree-of-freedom vibration reference model of a vehicle by using a mode conversion matrix TF to obtain a new seven-degree-of-freedom modal decoupling equation for representing the vehicle model as a decoupling modal coordinate equation;
4) calculating expected modal control force according to a control target by an upper layer controller based on a new seven-degree-of-freedom modal decoupling equation;
5) tracking the acquired expected modal control force by combining a lower-layer controller with a specific suspension actuator system model;
the detailed steps of the step 2) comprise:
2.1) establishing a whole vehicle seven-degree-of-freedom vibration reference model of the vehicle according to the construction data and the driving data, wherein the function expression of the whole vehicle seven-degree-of-freedom vibration reference model is shown as the formula (1);
Figure FDA0003310714620000011
in the formula (1), ZsIndicating vertical displacement of the vehicle body, ZgijRepresenting the road profile excitation, Z, of each tyreuijRepresenting the vertical displacement at the four corners of the unsprung mass, FsijRepresenting the suspension force at each corner, FaijIndicating the control force, M, at each cornerrIs the roll moment, m, produced by the lateral excitationuijRepresenting four unsprung masses, msRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the roll moment of inertia, theta is the pitch angle,
Figure FDA0003310714620000016
is the roll angle, a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, trOne-half of the rear wheel track of the vehicle, tfOne-half of the front wheel track of the vehicle, KtijRepresents vertical stiffness, wherein i ═ f, r, j ═ l, r;
2.2) rewriting the whole vehicle seven-degree-of-freedom vibration reference model into a matrix form shown in the formula (2);
Figure FDA0003310714620000012
in the formula (2), M represents a mass coefficient matrix, C represents a damping coefficient matrix, K represents a stiffness coefficient matrix, F represents a force matrix, Z represents a state quantity,
Figure FDA0003310714620000013
the first order differential of Z is represented,
Figure FDA0003310714620000014
represents the second differential of Z;
the functional expression of the mode conversion matrix TF used in the step 3) is shown as the formula (3);
Figure FDA0003310714620000015
in the formula (3), a is the distance from the center of mass of the vehicle to the front axle, b is the distance from the center of mass of the vehicle to the rear axle, c is 2(a + b), q1＝4tf，q2＝4tr，trOne-half of the rear wheel track of the vehicle, tfOne half of the wheel track of the front wheel of the vehicle;
the function expression of the new seven-degree-of-freedom modal decoupling equation obtained in the step 3) is shown as a formula (4);
Figure FDA0003310714620000021
in the formula (4), MmRepresenting a matrix of modal quality coefficients, CmRepresenting a modal damping coefficient matrix, KmRepresenting a modal stiffness coefficient matrix, LrRepresenting a matrix of road modal input coefficients, qrRepresenting road modal input, DuRepresenting a matrix of modal control quantity coefficients, u modal control quantity, ZmThe amount of modal state is represented by,
Figure FDA0003310714620000022
represents ZmThe first order differential of the first order of the,
Figure FDA0003310714620000023
represents ZmSecond order differential of (2); the step of obtaining the function expression of the new seven-degree-of-freedom modal decoupling equation in the step 3) comprises the following steps:
expressing a whole vehicle seven-degree-of-freedom vibration reference model of a vehicle as a decoupling modal coordinate equation shown as a formula (3-1);
Figure FDA0003310714620000024
in the formula (3-1), FmodalAnd ZmodalRespectively representing modal force and modal displacement, TF representing a modal transformation matrix, FcornerAnd ZcornerRespectively representing force and displacement in the vertical direction;
converting the suspension force into a modal coordinate representation as shown in formula (3-2);
Figure FDA0003310714620000025
in the formula (3-2), FSRepresenting modal suspension force, CSA diagonal matrix of damping for four suspensions is shown,
Figure FDA0003310714620000026
represents QSThe first order differential of the first order of the,
Figure FDA0003310714620000027
is a new suspension deformation modal vector comprising vertical, pitch, roll and warp modal vectors, KSRepresenting a diagonal matrix formed by the rigidity of the four suspensions, and TF represents a modal transformation matrix; the sprung mass is regarded as a rigid body, so that imaginary torsional motion is added to a sprung mass equation, as shown in a formula (3-3);
Figure FDA0003310714620000028
in the formula (3-3), diag (m)s,Iy,Ix,Iw) Representing a diagonal matrix of sprung mass and three moments of inertia,
Figure FDA0003310714620000029
which represents the second order differential of Q,
Figure FDA00033107146200000210
is a new sprung mass modal vector, TF represents a modal transformation matrix, FSRepresenting modal suspension force, FARepresenting the modal control force, MR representing the modal roll moment generated by the lateral excitation; m issRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the rolling moment of inertia, IwRepresenting a torsional moment of inertia; substituting the suspension force in the formula (3-2) into the formula (3-3) and rewriting the suspension force into the formula (3-4);
Figure FDA00033107146200000211
in the formula (3-4), the metal oxide,
Figure FDA00033107146200000212
denotes the second differential of Q, diag (m)s,Iy,Ix,Iw) Representing a diagonal matrix formed by the sprung mass and the three moments of inertia, TF representing a modal transformation matrix, CSA diagonal matrix of the stiffness of the four suspensions is shown,
Figure FDA0003310714620000031
represents QSThe first order differential of the first order of the,
Figure FDA0003310714620000032
is a new modal vector of suspension deformation, KSDiagonal matrix representing the damping contribution of four suspensions, FARepresenting the modal control force, MR representing the modal roll moment generated by the lateral excitation; m issRepresenting sprung mass, IyRepresenting the moment of inertia in pitch, IxRepresenting the rolling moment of inertia, IwRepresenting a torsional moment of inertia; h isuRepresenting the suspension vertical modal vector, θuA vector representing the pitch mode of the suspension,
Figure FDA0003310714620000033
representing the suspension roll mode vector, ωuRepresenting a suspension twist modal vector; converting an unsprung mass equation of motion into a modal form; after force and displacement conversion, the unsprung mass equations of motion may be written as equation (3-5);
Figure FDA0003310714620000034
in the formula (3-5), TF represents a mode conversion matrix,
Figure FDA0003310714620000035
represents QSThe second order differential of (a) is,
Figure FDA0003310714620000036
represents QSThe first order differential of the first order of the,
Figure FDA0003310714620000037
is a new mode vector of the suspension deformation,
Figure FDA0003310714620000038
which represents the second order differential of Q,
Figure FDA0003310714620000039
is a new sprung mass modal vector, MuRepresenting the unsprung mass matrix, KTRepresenting the modal stiffness matrix, Q, of the tireGRepresenting the modal road surface input of the tire, CSDiagonal matrix, K, representing the modal damping of four suspensionsSRepresenting a diagonal matrix of modal stiffnesses of four suspensions, FARepresenting modal control forces; substituting the formula (3-4) for the formula (3-5) to obtain an unsprung mass modal equation; finally, combining the first three rows of the formula (3-4) with the unsprung mass modal motion equation to derive a new seven-degree-of-freedom modal decoupling equation, expressing by modal state variables, and writing into a matrix form as shown in the formula (4).
2. The hierarchical control method for vehicle modal decoupling according to claim 1, wherein the upper layer controller in step 4) is one of an H ∞ controller, an H2 controller, a synovial controller, a linear quadratic regulator, a linear quadratic gaussian controller, and a fuzzy controller.
3. The hierarchical control method for vehicle modal decoupling according to claim 1, wherein when the upper controller in step 4) finds the desired modal control force from the control target, the functional expression of the control target is as shown in formula (5), and the found desired modal control force is u ═ Fb Fp Fr Fw]TIn which F isb、Fp、Fr、FwSuspension forces of four modes, namely vertical, pitching, side-tipping and twisting are respectively adopted;
Figure FDA00033107146200000310
in equation (5), J is an objective function, x is a state quantity, u is a controlled variable, and Q, R is a weight matrix of the state quantity and the controlled variable, respectively.
4. The hierarchical control method for modal decoupling of vehicles according to claim 1, wherein the detailed step of step 5) tracking the acquired desired modal control force by an underlying controller in conjunction with a specific suspension actuator system model comprises:
5.1) converting the obtained expected modal control force into an expected control force under a natural coordinate through a modal conversion matrix TF, wherein the expected control force is an active vertical force provided by suspensions at four corners;
and 5.2) designing a controller and the expected modal control force, and solving the optimal control quantity to be used as the control input of the system to finally achieve the expected control effect.
5. A hierarchical control system for vehicle modal decoupling, comprising a computer device, characterized in that: the computer device is programmed to perform the steps of the hierarchical control method for modal decoupling of vehicles according to any one of claims 1 to 4.
6. A hierarchical control system for vehicle modal decoupling, comprising a computer device, characterized in that: the storage medium of the computer device has stored thereon a computer program programmed to execute the hierarchical control method for modal decoupling of a vehicle according to any one of claims 1 to 4.
7. A computer-readable storage medium characterized by: the computer-readable storage medium has stored thereon a computer program programmed to execute the hierarchical control method for modal decoupling of a vehicle of any of claims 1 to 4.
CN201910983324.4A 2019-10-16 2019-10-16 Layered control method, system and medium for vehicle modal decoupling Active CN110712491B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910983324.4A CN110712491B (en) 2019-10-16 2019-10-16 Layered control method, system and medium for vehicle modal decoupling

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910983324.4A CN110712491B (en) 2019-10-16 2019-10-16 Layered control method, system and medium for vehicle modal decoupling

Publications (2)

Publication Number Publication Date
CN110712491A CN110712491A (en) 2020-01-21
CN110712491B true CN110712491B (en) 2022-01-21

Family

ID=69211751

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910983324.4A Active CN110712491B (en) 2019-10-16 2019-10-16 Layered control method, system and medium for vehicle modal decoupling

Country Status (1)

Country Link
CN (1) CN110712491B (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112124028B (en) * 2020-09-21 2022-07-12 华南理工大学 An electronically controlled air suspension system and its control method and system, and electronic control unit
CN113239471B (en) * 2021-06-25 2022-04-15 湖南大学 Calculation method of motion modal displacement and force of three-axle vehicle suspension system
CN113378408B (en) * 2021-07-01 2022-09-13 合肥工业大学 Optimal control method for whole vehicle coupling of electric control suspension
CN113820085B (en) * 2021-08-12 2023-07-07 广州大学 An Acceleration Layered Control Method for Earthquake Simulation Shaking Table
CN114516251B (en) * 2022-02-17 2024-08-30 上海新纪元机器人有限公司 Vehicle dynamics parameter identification method, system, vehicle and storage medium

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1807135A (en) * 2006-01-28 2006-07-26 重庆大学 Apery intelligent control method for harmonizing auto magnetorheological half-initiative suspension according to posture
CN103419588A (en) * 2013-07-30 2013-12-04 江苏大学 Active energy-feedback suspension layered controller with adjustable three-level damping and construction method thereof
CN104385873A (en) * 2014-09-24 2015-03-04 湖南大学 Multi-objective optimization method of car suspension system
CN105539052A (en) * 2016-02-16 2016-05-04 南京师范大学 Controllable suspension sliding mode tracking controller taking vehicle steady state as reference
CN107791773A (en) * 2017-09-04 2018-03-13 昆明理工大学 A kind of vehicle active suspension system vibration control method based on regulation performance function
CN108891221A (en) * 2018-07-24 2018-11-27 山东大学 A kind of active suspension system and its working method based on mode energy distribution method

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2567650B1 (en) * 1984-07-13 1986-11-14 Thomson Csf OPTOELECTRIC SYSTEM FOR DETECTION AND ANGULAR LOCATION OF LIGHT SOURCES, WITH HIGH IMMUNITY TO COUNTER-MEASURES
US5473767A (en) * 1992-11-03 1995-12-05 Intel Corporation Method and apparatus for asynchronously stopping the clock in a processor
GB0311962D0 (en) * 2003-05-24 2003-06-25 Gibbs Tech Ltd Amphibious vehicle retractable suspension
KR100534700B1 (en) * 2003-08-13 2006-01-09 현대자동차주식회사 Suspension of vehicle and control method
CN100478201C (en) * 2004-04-27 2009-04-15 田纳科自动化操作有限公司 Model free semi-active vehicle suspension system
US7321816B2 (en) * 2004-04-27 2008-01-22 Tenneco Automotive Operating Company, Inc. Model free semi-active vehicle suspension system
CN101916113B (en) * 2010-07-23 2012-08-15 江苏大学 Automotive body gesture decoupling control method based on active suspension evaluation indicator
CN102609551B (en) * 2011-01-21 2014-07-16 北京汽车股份有限公司 Design optimization method and optimization device of power assembly mounting system
CN107009866B (en) * 2017-04-06 2019-05-07 北京航空航天大学 A vibration reduction method for vertical vibration of vehicle engine
CN107160990B (en) * 2017-04-06 2019-05-07 北京航空航天大学 A vibration damping method for longitudinal torsional vibration of a vehicle engine
CN107554229B (en) * 2017-09-04 2019-08-23 吉林大学 A kind of frequency division control method of vehicle suspension
CN109606133B (en) * 2019-01-16 2020-10-20 浙江科技学院 Distributed driving electric vehicle torque vector control method based on double-layer control

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1807135A (en) * 2006-01-28 2006-07-26 重庆大学 Apery intelligent control method for harmonizing auto magnetorheological half-initiative suspension according to posture
CN103419588A (en) * 2013-07-30 2013-12-04 江苏大学 Active energy-feedback suspension layered controller with adjustable three-level damping and construction method thereof
CN104385873A (en) * 2014-09-24 2015-03-04 湖南大学 Multi-objective optimization method of car suspension system
CN105539052A (en) * 2016-02-16 2016-05-04 南京师范大学 Controllable suspension sliding mode tracking controller taking vehicle steady state as reference
CN107791773A (en) * 2017-09-04 2018-03-13 昆明理工大学 A kind of vehicle active suspension system vibration control method based on regulation performance function
CN108891221A (en) * 2018-07-24 2018-11-27 山东大学 A kind of active suspension system and its working method based on mode energy distribution method

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
汽车磁流变半主动悬架整车分姿态协调控制研究;董小闵等;《功能材料》;20060520(第05期);全文 *
车身动态稳定系统抗侧倾性能的研究;刘旭晖等;《汽车工程》;20160825;第38卷(第8期);全文 *

Also Published As

Publication number Publication date
CN110712491A (en) 2020-01-21

Similar Documents

Publication Publication Date Title
CN110712491B (en) Layered control method, system and medium for vehicle modal decoupling
CN111890951B (en) Intelligent electric vehicle trajectory tracking and motion control method
CN104385873B (en) A kind of Multipurpose Optimal Method of automobile suspension system
Thoresson et al. Efficient optimisation of a vehicle suspension system, using a gradient-based approximation method, Part 1: Mathematical modelling
CN109606352A (en) A Coordinated Control Method for Vehicle Path Tracking and Stability
CN108594652A (en) A kind of vehicle-state fusion method of estimation based on observer information iteration
CN107791773A (en) A kind of vehicle active suspension system vibration control method based on regulation performance function
CN114379583A (en) A system and method for trajectory tracking of autonomous vehicles based on neural network dynamics model
CN112829766A (en) An Adaptive Path Tracking Method Based on Distributed Drive Electric Vehicles
CN116945832B (en) Layered cooperative control method for vehicle active suspension and multi-axle steering system
CN114326709A (en) Intelligent vehicle path tracking method with preview characteristic based on model predictive control
CN101464696A (en) Vehicle layered modeling vibration control method and apparatus
Wang et al. A yaw stability-guaranteed hierarchical coordination control strategy for four-wheel drive electric vehicles using an unscented Kalman filter
CN116279409A (en) Cooperative control method for four-wheel independent driving and steering electric automobile
CN113378408B (en) Optimal control method for whole vehicle coupling of electric control suspension
CN117492453B (en) Unmodeled compensation control method for batch operation vehicles
CN118560458A (en) Electric vehicle trajectory tracking and lateral stability control method, device and storage medium
CN104972860A (en) Holographic optimal sliding mode controller used for vehicle active suspension
CN107168397A (en) Automobile four-wheel system independent parallel vibration control method
CN117111475A (en) A multi-agent based active suspension output consistency control method
JP2008143212A (en) Vehicle motion control apparatus and control method
Du et al. Control Strategy for Semi-Active Suspension Based on Suspension Parameter Estimation
Ni Design and validation of high speed active trailer steering system for articulated heavy vehicle
CN118332689B (en) Method and system for identifying time-varying characteristics of heavy-duty vehicle suspension
CN116215155B (en) Anti-roll interaction control method and device for intelligent network-connected passenger car, passenger car and medium

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant