汽车半主动悬架系统发展状况

简要回顾汽车半主动悬架系统的发展,论述刚度可控半主动悬架系统的研究及其发展动态,详细阐述了当前各种可调减振器的研究开发状况,并提出了新型磁流变液减振器的研究内容。在评价了主要的半主动悬架控制策略的基础上,指出应着重研究复合、实用、稳定的控制方法,并重视非线性控制问题的研究和解决。另外,提出了汽车半主动悬架系统的研究与开发思路。     

汽车半主动悬架减震器阻尼匹配设计

半主动悬架作为汽车悬架发展的主要方向,具有良好的性价比。对于阻尼可控半主动悬架,阻尼的匹配对悬架系统至关重要。文章从保证汽车舒适性和安全性角度出发,研究汽车半主动悬架最佳阻尼匹配方法。首先分别从保证悬架系统最舒适和最安全出发研究悬架阻尼比,然后确定半主动悬架最佳阻尼比~([1]),最后匹配悬架最佳阻尼系数。     

丰田LEXUSLS400型轿车的电子控制悬架

简要介绍了半主动，全主动及慢全主动汽车悬架系统的性能和目前应用情况。以丰田公司生产的凌志ＬＳ４００型轿车的悬架为例，详细分析了上前在高档轿车上的应用较多的半主动电子控制悬架的结构和工作原理，以及该系统的故障自诊功能和失效保护功能。     

汽车半主动悬架系统的研究现状及趋势

文中介绍了汽车半主动悬架系统的研发状况,着重对半主动悬架的控制策略研究现状进行了分析和评价,探讨了今后半主动悬架系统的研究趋势。     

半主动悬架及其控制

悬架从控制力的角度可分为被动悬架、半主动悬架和全主动悬架。从使用方便性和价格来看，性能较为优良的半主动悬架应用前景最好。综述了半主动悬架的产生。发展及其控制现状，在此基础上指出了该技术的进一步要求和所需研究的问题。     

汽车悬架控制系统发展概述

分析了汽车悬架主动/半主动控制的基本原理,从控制策略、执行机构以及应用情况三方面对汽车悬架控制系统的发展状况作了分析、总结及趋势预测,为今后汽车悬架控制系统的发展方向提出了建议。     

悬架的分类及主动悬架的控制理论

悬架是现代汽车的重要装置，对汽车的平顺性、操纵稳定性、通过性等多种使用性能有着很大的影响。传统的被动悬架将被主动悬架和半主动悬架而取代。文章简要介绍了这三种悬架，并在此基础上阐述了主动悬架的五种控制理论。     

基于串联型模糊神经网络的汽车半主动悬架的研究

本文建立了五自由度汽车半主动悬架系统模型，提出一种用于汽车悬 半主动振动控制系统的模糊神经网络方法，对半主动悬架 计算机仿真和结果分析，并通过与被动悬架相比较，证明半主动悬架系统在减少振动，提高汽车平一方面要优于被动悬架。     

汽车非线性半主动悬架的模糊神经网络控制

考虑磁流变减振器阻尼力和悬架弹性元件非线性特性，建立车辆6自由度的半主动悬架非线性动力学模型。提出了一种基于模糊神经网络系统结构的模型参考自适应控制方法来研究汽车半主动悬架的非线性控制问题，并考虑半车模型前后悬架的输入时滞，对其进行了仿真研究。研究结果表明：运用模糊神经网络非线性控制方法能够使人体和车身垂直加速度、俯仰角加速度都得到很大的衰减，证实这种模糊神经网络控制方法可大大减少路面对车身的振动冲击，提高汽车行驶平顺性。     

半主动悬架模糊PID混合控制及时滞分析

半主动悬架较被动悬架，在乘坐舒适性、操纵稳定性方面均有较大提高，同时与主动悬架相比具有性价比高、耗能小等优点，所以半主动悬架成为近年来汽车底盘研究的热点。本文基于车辆4自由度1／2半主动悬架模型，提出了模糊PID混合控制算法，并基于该算法对半主动悬架进行控制，且对半主动悬架系统的时滞问题做了定量分析。仿真结果表明，模糊PID混合控制的半主动悬架在车身加速度、车身俯仰角加速度、前后悬架动挠度、前后轮胎动载荷、前后簧载质量加速度等在时域和频域中均有所改善，且一定量的时滞对该算法亦影响较小。这对半主动悬架控制算法的研究和半主动悬架的开发具有较大参考价值。     

Performance of Low-bandwidth, Semi-active Damping Concepts for Suspension Control

Active damping has been shown to offer increased suspension performance in terms of vehicle isolation, suspension packaging, and road-tire contact force. It can even approximate the performance of full state feedback control without requiring the difficult measurement of tire deflection. Many semi-active damping strategies have been introduced to approximate the response of active damping with the modulation of passive damping parameters. These strategies have typically required a relatively high bandwidth for actuator response. This paper investigates the simulation performance and “frequency response” of two concepts in low-bandwidth semi-active suspension control, one that sets a damping force directly and another that sets the damping resistance. The electronically controlled bandwidth of these actuators is approximately an order of magnitude less than other semi-active devices; high frequency control is handled mechanically. A quarter-car model is studied with the controlled damping replacing both passive and active damping of typical control schemes. Both low-bandwidth damping strategies perform remarkably well compared to both active and high-bandwidth, semi-active damping. In certain dynamic performances, the new semi-active strategies outperform active damping and what the author calls “nominal” semi-active damping.     

Performance of Low-bandwidth,Semi-active Damping Concepts for Suspension Control

Abstract

Active damping has been shown to offer increased suspension performance in terms of vehicle isolation, suspension packaging, and road-tire contact force. It can even approximate the performance of full state feedback control without requiring the difficult measurement of tire deflection. Many semi-active damping strategies have been introduced to approximate the response of active damping with the modulation of passive damping parameters. These strategies have typically required a relatively high bandwidth for actuator response. This paper investigates the simulation performance and “frequency response” of two concepts in low-bandwidth semi-active suspension control, one that sets a damping force directly and another that sets the damping resistance. The electronically controlled bandwidth of these actuators is approximately an order of magnitude less than other semi-active devices; high frequency control is handled mechanically. A quarter-car model is studied with the controlled damping replacing both passive and active damping of typical control schemes. Both low-bandwidth damping strategies perform remarkably well compared to both active and high-bandwidth, semi-active damping. In certain dynamic performances, the new semi-active strategies outperform active damping and what the author calls “nominal” semi-active damping.     

基于制动与悬架系统的车辆主动侧翻控制的研究

为提高车辆抗侧翻能力,建立了10自由度整车侧翻动力学模型,应用车辆动力学和轮胎力耦合特性,提出了一种基于差动制动和半主动悬架协同工作的车辆主动抗侧翻控制策略。通过对制动力矩的差动调节和半主动悬架阻尼力的适时匹配,实现对车辆侧翻的有效控制。根据子系统运动特性,设计了制动系统基于滑移率的积分滑模控制器和悬架系统灰模糊控制器。分别对制动、悬架控制及综合控制进行的鱼钩试验仿真结果表明,综合控制策略可有效降低危险时域车辆的侧倾角,相对于单一系统控制进一步提高了车辆抗侧翻能力。     

一种引入行驶状态识别的半主动悬架PID控制修正算法

基于车辆不同行驶状态（路面不平度和车速）下悬挂质量垂向加速度和悬架动挠度响应不相同的客观事实,针对半主动悬架PID控制器无自适应能力的局限,以悬挂质量垂向加速度和悬架动挠度响应作为车辆行驶状态的识别判据．建立起一种引入行驶状态识别的半主动悬架PID控制修正算法,进而以某型轿车为对象,采用MATLAB／Simulink建立起半主动悬架PID控制的仿真模型,针对不同行驶状态计算出PID控制算法修正前、后的车辆平顺性响应并加以对比,表明所提出的PID控制修正算法是有效的。     

电流变阻尼半主动控制悬架系统的设计

汽车悬架减振器对于保证车辆的乘坐舒适性和安全稳定性都具有重要作用,但目前普遍应用的被动式减振器因其力学性能不能调节,存在只能在两种性能之间折衷的先天不足,而智能半主动悬架系统方案基于“大系统多级递阶——子系统神经网络自适应”控制算法。并利用MATLAB＋Simulink对新型智能半主动悬架系统进行了仿真试验．试验结果表明系统在实现了提高车辆乘坐舒适性能的同时兼顾了安全稳定性的目的。同时由于采用电流变液减振器,使系统本身具有实时采集、响应迅速、智能化、减振降噪效果好等特点。     

半主动悬架的滑模变结构控制

针对带有电流变液智能阻尼器的半主动汽车悬架模型,运用滑模变结构方法设计了半主动悬架滑模控制器。根据滑模运动方程稳定的Hurwitz判据选择滑模面系数,用指数趋近率改善滑模运动段的动态品质并进一步确定了半主动悬架的实时控制阻尼力。对多种激励信号下隔振质量的响应及半主动悬架系统在系统参数摄动下的鲁棒特性进行了仿真分析。结果表明:变结构控制下半主动悬架系统的隔振效果要远好于最优被动系统,而且对外界扰动有一定的适应性,对系统参数摄动也具有很强的鲁棒性。     

Comparison of the properties of active and semiactive suspension

In this article, the properties of active and semi-active suspension for heavy goods vehicles are compared. The criteria for the comparison are the RMS sprung mass vertical acceleration, RMS dynamic tyre force, and suspension power consumption. The active system is based on an air-spring with controlled in-flow and out-flow of the air. In the semi-active system, a controlled hydraulic damper is employed. The results concerning the semi-active suspension system were taken from the article by Besinger et al. [Besinger, F.H., Cebon, D. and Cole, D.J., 1995, Force control of a semi-active damper. Vehicle System Dynamics, 24(9), 695-723.].     

Vehicle Dynamic Analysis and Evaluation of Continuously Controlled Semi-Active Suspensions Using Hardware-in-the-loop Simulation

A semi-active suspension system with continuously variable damper is greatly expected to be used mainly in the future as a high-performance suspension system due to its cost-effectiveness, light weight, and low energy consumption. In this paper, to develop a suitable control logic for the semi-active suspension system, the hardware-in-the-loop simulation is performed for the experimental continuously variable damper combined with a quarter-car model, and the simulation results are compared for passive, on/off controlled, and continuously controlled dampers in the aspects of ride comfort and driving safety, assuming each damper to be installed on the vehicle.     

Development of a systematic and practical methodology for the design of vehicles semi-active suspension control system

In this paper, a novel systematic and practical methodology is presented for design of vehicle semi-active suspension systems. Typically, the semi-active control strategies developed to improve vehicle ride comfort and stability have a switching nature. This makes the design of the controlled suspension systems difficult and highly dependent on an extensive trial-and-error process. The proposed methodology maps the discontinuous control system model to a continuous linear region, where all the time and frequency design techniques, established in the conventional control system theory, can be applied. If the semi-active control system is designed to satisfy some ride and stability requirements, an inverse mapping offers the ultimate control law. At the end, the entire design procedure is summarised in six steps. The effectiveness of the proposed methodology in the design of a semi-active suspension system for a Cadillac SRX 2005 is demonstrated with road tests results. Real-time experiments confirm that the use of the newly developed systematic design method reduces the required time and effort in real industrial problems.