| 悬架馈能作动器力学特性测试及非线性主动控制器设计 |
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| 引用本文： | 陈士安,管毓亮,任洁雨,姚明,蒋栋.悬架馈能作动器力学特性测试及非线性主动控制器设计[J].交通运输工程学报,2022,22(4):232-243. |
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| 作者姓名： | 陈士安 管毓亮 任洁雨 姚明 蒋栋 |
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| 作者单位： | 1.江苏大学 汽车与交通工程学院，江苏 镇江 2120132.浙江万向马瑞利减震器有限公司，浙江 杭州 311215 |
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| 基金项目： | 国家自然科学基金项目52575239国家自然科学基金项目52072158 |
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| 摘 要： | 为提高车辆的乘坐舒适性并兼具回收振动能量的功能，对试制PMSM-滚珠丝杠式馈能作动器进行了力学特性测试，对库仑阻尼和作动器等效惯性质量进行识别，根据识别结果设计了馈能型主动悬架非线性控制器；结合电磁动力学建模、电气参数校核，采用分级变压充电试验方法对作动器样机进行三角波及正弦波位移输入下的力学特性测试，利用参数拟合使建模仿真力学特性曲线逼近实测曲线，完成库仑阻尼识别和等效惯性质量验证；对含有库仑阻尼及作动器等效惯性质量的主动悬架力学模型中的非线性项进行前馈反馈线性化处理，并对簧载质量/非簧载质量加速度项正则化处理，在此基础上根据作动器最大输出力设计了双约束H2/H∞控制器；利用数值仿真对被动悬架、理想主动悬架、常规H2/H∞控制主动悬架和双约束H2/H∞控制主动悬架进行悬架综合性能对比验证及馈能性能分析。分析结果表明:双约束H2/H∞控制主动悬架的簧载质量加速度均方根和综合性能指标较被动悬架分别降低47.05%和51.67%，仅比理想主动悬架分别差1.86%和1.34%，且比常规H2/H∞控制主动悬架分别优19.28%和11.21%；库仑阻尼和电机定子电阻分别消耗掉了作动器总吸收功率的18.99%和20.19%，相比之下，流向蓄电池的回收平均功率高达60.82%。
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| 关 键 词： | 车辆工程 主动悬架 馈能作动器 力学特性测试 参数识别 非线性双约束H2/H∞控制 |
| 收稿时间： | 2022-02-02 |
Mechanical characteristics test and nonlinear active controller design of energy-regenerative actuator for suspension |
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| CHEN Shi-an,GUAN Yu-liang,REN Jie-yu,YAO Ming,JIANG Dong.Mechanical characteristics test and nonlinear active controller design of energy-regenerative actuator for suspension[J].Journal of Traffic and Transportation Engineering,2022,22(4):232-243. |
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| Authors: | CHEN Shi-an GUAN Yu-liang REN Jie-yu YAO Ming JIANG Dong |
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| Affiliation: | 1.School of Automotive and Traffic Engineering, Jiangsu University, Zhenjiang 212013, Jiangsu, China2.Zhejiang Wanxiang Marelli Shock Absorbers Co., Ltd., Hangzhou 311215, Zhejiang, China |
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| Abstract: | In order to improve the riding comfort and recover the vibration energy, the mechanical characteristics of a prototyped PMSM-ball screw energy-regenerative actuator were tested. The Coulomb damping and equivalent inertial mass of the actuator were identified, and the nonlinear controller for the corresponding energy-regenerative active suspension was designed. With electromagnetic dynamic modeling and electrical parameter calibration, the mechanical characteristic test on the actuator prototype with the triangle-wave and sine-wave displacement inputs was conducted by the experimental method of stepwise variable voltage charging. The Coulomb damping identification and equivalent inertial mass verification were carried out by the parameter fitting to make the modeling simulation curves of mechanical characteristics approximate the measured ones. For the mechanical active suspension model involving the Coulomb damping and equivalent inertial mass of the actuator, the nonlinear term was processed by the feedforward and feedback linearization, and the acceleration terms of the sprung mass or unsprung mass were normalized. On this basis, a dual-constraints-based H2/H∞ controller was developed according to the maximum output force of the actuator. A comprehensive performance comparison among the passive suspension, ideal active suspension, conventional active suspension with H2/H∞ control, and active suspension with dual-constraints-based H2/H∞ control was made through the numerical simulations for verification and energy-regenerative performance analysis. Analysis results show that compared with the passive suspension, the root mean square of sprung mass acceleration and the comprehensive performance index of the active suspension with dual-constraints-based H2/H∞ control reduce by 47.05% and 51.67%, respectively, which are just 1.86% and 1.34% inferior to those of the ideal active suspension, and 19.28% and 11.21% superior to those of the conventional active suspension with H2/H∞ control. The total absorption power of the actuator is consumed by the Coulomb damping and motor stator resistance by 18.99% and 20.19%, respectively. By contrast, the average power reclaimed to batteries is as high as 60.82%. 7 tabs, 11 figs, 35 refs. |
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