斜拉索磁流变智能阻尼控制系统分析与设计

在结构主动、半主动和智能控制系统优化设计方法的基础上,研究了斜拉索磁流变智能阻尼控制系统的设计方法,并采用所建立的设计方法完成了山东滨州黄河公路大桥斜拉索磁流变智能阻尼减振系统的优化设计。采用限界HROVAT最优控制算法确定磁流变阻尼器的半主动控制力,数值计算了斜拉索磁流变阻尼控制系统的风振反应。进一步分析比较了主动控制、半主动控制、Passive-on被动控制和Passive-off被动控制策略下的磁流变阻尼器控制斜拉索风致振动的控制效果,验证了磁流变阻尼器优化设计方法的正确性和磁流变阻尼器控制策略的有效性。     

车用磁流变阻尼器的试验及力学建模研究

针对某型号车用磁流变阻尼器进行阻尼特性试验,得到阻尼器的阻尼力在不同工况下与位移、速度的变化曲线.结合Bouc-Wen模型对磁流变阻尼器进行力学建模,推导出模型各参数与加载电流的关系,进而得出电流与阻尼力之间的关系.最后,对比模型仿真结果与试验测试结果,验证磁流变阻尼器的阻尼力可控.     

斜拉桥拉索磁流变阻尼器减振技术研究

采用数值仿真和现场试验对磁流变阻尼器的减振性能进行了研究。数值仿真计算评估了磁流变阻尼器安装高度、外部激励、阻尼器输入电压等参数对拉索系统模态阻尼比的影响 ,结果表明磁流变阻尼器具有良好的阻尼可调特性 ,调节阻尼器的输入电压可以获得拉索系统的最佳模态阻尼比 ;现场试验表明 ,安装该阻尼器后 ,拉索系统的模态阻尼比提高 3～ 6倍 ,并存在一优化电压 ,在该电压下模态阻尼比达到最大 ;实际风雨振时的现场观测结果显示 ,磁流变阻尼器具有很好的减振效果 ;拉索磁流变阻尼器减振技术已在岳阳洞庭湖大桥全桥实施 ,解决了该桥的风雨振问题     

汽车悬架磁流变阻尼器的试验建模

依据汽车悬架用磁流变阻尼器的阻尼特性试验结果，提出了一种描述阻尼器动态特性的力学模型，即修正的Bouc-Wen模型。并用优化的方法确定了模型的参数。该模型能够较精确地描述磁流变阻尼器在改变电流强度时的动态特性。     

磁流变阻尼器在洪山大桥拉索减振中的应用

介绍了一种新型磁流变（MR）阻尼器——永磁调节装配式磁流变阻尼器在长沙洪山大桥拉索减振的应用及试验研究情况，得到了安装阻尼器前后拉索的动力特性，结果表明这种新型磁流变阻尼器能有效地提高拉索的模态阻尼比，抑制拉索的大幅振动。由于该阻尼器无需供电，装配简单，维修方便，与其他的磁流变阻尼器相比，具有较高的推广应用价值。     

磁流变阻尼器在洪山大桥拉索减振中的应用

介绍了一种新型磁流变(MR)阻尼器--永磁调节装配式磁流变阻尼器在长沙洪山大桥拉索减振的应用及试验研究情况,得到了安装阻尼器前后拉索的动力特性,结果表明这种新型磁流变阻尼器能有效地提高拉索的模态阻尼比,抑制拉索的大幅振动.由于该阻尼器无需供电,装配简单,维修方便,与其他的磁流变阻尼器相比,具有较高的推广应用价值.     

线圈外置式磁流变阻尼器磁路设计分析

基于ANSYS软件的电磁场有限元分析模块,在不改变磁动势的前提下,从合理化阻尼器阻尼通道中磁场分布的角度出发,讨论了一种线圈外置式磁流变阻尼器磁路主要部件选材和主要结构参数对其阻尼通道内场强大小及磁力线分布的影响,并在此基础上优选磁路的主要结构参数和材料。研究结果表明优选磁路结构参数与材料后的阻尼器具有较大的阻尼力输出和较宽的阻尼力调节范围。     

摩托车磁流变阻尼器的设计研究

磁流变液是一种新型智能材料,属于可控流体,具有在外加磁场作用下快速可逆地改变流变性能的特点.选择剪切阀式作为阻尼器的工作模式,对磁流变阻尼器的磁路进行设计,优化了磁流变阻尼器的结构参数,并根据理论分析选择阻尼器的结构尺寸,设计制作了单出杆磁流变阻尼器.     

永磁调节式磁流变阻尼器在浏阳河大桥的应用

永磁调节式磁流变阻尼器具有不需电源和阻尼力可调的优点。该文通过试验研究了该磁流变阻尼器的力学性能,针对长沙浏阳河大桥拉索振动问题,提出了永磁调节式磁流变阻尼器拉索减振方案。现场减振试验和实际应用结果表明,该阻尼器具有很好的减振效果。     

汽车悬架用磁流变阻尼器的性能试验研究

介绍了用于汽车悬架的磁流变阻尼器(MR阻尼器)的特点及其性能试验系统,并在大范围控制电流、不同频率和幅度组合的单谐波激励下对MR阻尼器进行了试验数据的处理与分析.结果表明,MR阻尼器的输出阻尼力一相对速度特性曲线存在严重的非线性滞环特性,表现为半主动的电流控制特点,且阻尼力随控制电流的增加而增加并趋于饱和;在控制电流为零的情况下,MR阻尼器表现为普通的无源液压阻尼器件的工作特性.     

Semi-active H∞ control of high-speed railway vehicle suspension with magnetorheological dampers

In this paper, semi-active H∞ control with magnetorheological (MR) dampers for railway vehicle suspension systems to improve the lateral ride quality is investigated. The proposed semi-active controller is composed of a H∞ controller as the system controller and an adaptive neuro-fuzzy inference system (ANFIS) inverse MR damper model as the damper controller. First, a 17-degree-of-freedom model for a full-scale railway vehicle is developed and the random track irregularities are modelled. Then a modified Bouc–Wen model is built to characterise the forward dynamic characteristics of the MR damper and an inverse MR damper model is built with the ANFIS technique. Furthermore, a H∞ controller composed of a yaw motion controller and a rolling pendulum motion (lateral motion+roll motion) controller is established. By integrating the H∞ controller with the ANFIS inverse model, a semi-active H∞ controller for the railway vehicle is finally proposed. Simulation results indicate that the proposed semi-active suspension system possesses better attenuation ability for the vibrations of the car body than the passive suspension system.     

Inverse neuro-fuzzy MR damper model and its application in vibration control of vehicle suspension system

In this paper, a magneto-rheological (MR) damper-based semi-active controller for vehicle suspension is developed. This system consists of a linear quadratic Gauss (LQG) controller as the system controller and an adaptive neuro-fuzzy inference system (ANFIS) inverse model as the damper controller. First, a modified Bouc–Wen model is proposed to characterise the forward dynamic characteristics of the MR damper based on the experimental data. Then, an inverse MR damper model is built using ANFIS technique to determine the input current so as to gain the desired damping force. Finally, a quarter-car suspension model together with the MR damper is set up, and a semi-active controller composed of the LQG controller and the ANFIS inverse model is designed. Simulation results demonstrate that the desired force can be accurately tracked using the ANFIS technique and the semi-active controller can achieve competitive performance as that of active suspension.     

一种用于车辆半主动悬架控制的磁流变阻尼器模型

文中对适用于车辆半主动悬架控制器设计的磁流变阻尼器模型进行研究.首先分析阻尼力与位移、速度以及输入电流之间的关系,并结合现有阻尼器模型的优点,提出一种精确的便于控制的双曲正切磁滞模型.接着,将磁流变阻尼器安装在硬件在环仿真平台上进行试验,利用试验得到的阻尼器动态特性数据,进行阻尼器模型的参数辨识和曲线拟合.最后,将基于拟合参数的模型仿真结果与试验数据进行比较,验证了模型的正确性.     

馈能式磁流变减振器自供电特性研究

本文设计了集馈能与减振功能于一体的磁流变减振器,从能量传递的角度出发,分析了馈能式磁流变悬架系统能量流动路径,提出了馈能式磁流变减振器自供电准则。通过建立1/4馈能式悬架系统模型和基于广义回归神经网络的减振器控制器进行仿真分析,以确定所设计的磁流变减振器在不同路面激励下的自供电工作范围。     

斜拉桥拉索的MR半主动控制研究

根据LQR最优控制理论,结合面向速度剪切(Clipped Optimal)控制算法及修正的磁流变(MR)阻尼器Bouc Wen模型,提出了LQR Clipped半主动控制算法,应用拉索振动的差分离散模型,对斜拉索的面内振动进行了被动、主动及半主动控制研究,分析了MR阻尼器对斜拉索的振动控制效果。研究结果表明:MR阻尼器被动控制能够提供的模态阻尼比可以达到最优油阻尼器控制的值,但MR被动控制存在一个最优输入电压,最优电压值与需控制的第几阶模态有关;与油阻尼器被动控制相比,MR半主动控制可以有效地提高模态阻尼比,尤其在阻尼器位置距索端很近时仍有较好的控制效果。     

基于半主动自适应悬架系统的整车道路友好性研究

为了提高车辆的道路友好性与平顺性,设计了以磁流变减振器为控制对象的整车自适应模糊控制半主动悬架系统。在试验测试和理论分析的基础上,建立了基于磁流变减振器的整车半主动悬架模型及其状态方程,并用该模型对自适应模糊控制方法进行了研究。模型的输入采用B级和C级路面谱;道路友好性评价指标采用动载荷系数和动载荷应力因子;使用MATLAB/Simulink建立基于2个自适应模块的模糊控制器控制系统,模糊控制器的输入均采用车身与车桥的相对速度和相对加速度。仿真结果表明:与被动悬架相比,在B级和C级路面、不同速度下,半主动自适应悬架动载荷系数均降低30%左右,动载荷应力因子均降低40%以上,同时也提高了车辆的运行平顺性和稳定性。     

H8 Control Performance of a Full-Vehicle Suspension Featuring Magnetorheological Dampers

Summary This paper presents an investigation of the feedback control performance of a full-vehicle suspension system featuring magnetorheological (MR) dampers. A cylindrical MR damper is designed and manufactured by incorporating a Bingham model of aMR fluid which is commercially available. After evaluating the field-dependent damping characteristics of the MR damper, a full-vehicle suspension system installed with 4 independent MR dampers is constructed and its governing equations of motion which include vertical, pitch and roll motions are derived. A H 8 controller which has inherent robustness against system uncertainties is formulated by treating the sprung mass of the vehicle as uncertain parameter. This is accomplished by adopting the loop shaping design procedure. For the demonstration of a practical feasibility, control performance characteristics for vibration suppression of the proposed MR suspension system are evaluated under various road conditions through the hardware-in-the-loop simulation (HILS) methodology.     

H8 Control Performance of a Full-Vehicle Suspension Featuring Magnetorheological Dampers

Summary This paper presents an investigation of the feedback control performance of a full-vehicle suspension system featuring magnetorheological (MR) dampers. A cylindrical MR damper is designed and manufactured by incorporating a Bingham model of aMR fluid which is commercially available. After evaluating the field-dependent damping characteristics of the MR damper, a full-vehicle suspension system installed with 4 independent MR dampers is constructed and its governing equations of motion which include vertical, pitch and roll motions are derived. A H 8 controller which has inherent robustness against system uncertainties is formulated by treating the sprung mass of the vehicle as uncertain parameter. This is accomplished by adopting the loop shaping design procedure. For the demonstration of a practical feasibility, control performance characteristics for vibration suppression of the proposed MR suspension system are evaluated under various road conditions through the hardware-in-the-loop simulation (HILS) methodology.     

汽车磁流变半主动悬架的控制研究

为了改善汽车的乘坐舒适性和行驶安全性,提出了一种汽车磁流变半主动悬架的控制策略。首先,设计了磁流变减振器的工作模式,通过试验获得了其速度特性和力学特性,建立了磁流变减振器的数学模型;其次,建立了带磁流变减振器的二自由度车辆简化模型及其参数表;最后,基于双环控制理论,设计了一种控制系统,其外环产生理想的结构阻尼力,内环调节电流驱动器的电流,以使磁流变减振器实时地产生控制阻尼力。仿真结果表明:以磁流变减振器为基础,通过半主动控制技术,悬架系统的振动动态性能得到了有效的控制。