CN102729760A - Real-time optimal damping control algorithm of automobile semi-active suspension system - Google Patents

Real-time optimal damping control algorithm of automobile semi-active suspension system Download PDF

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Publication number
CN102729760A
CN102729760A CN2012102456857A CN201210245685A CN102729760A CN 102729760 A CN102729760 A CN 102729760A CN 2012102456857 A CN2012102456857 A CN 2012102456857A CN 201210245685 A CN201210245685 A CN 201210245685A CN 102729760 A CN102729760 A CN 102729760A
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speed
vehicle
suspension system
road conditions
suspension
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CN102729760B (en
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周长城
李红艳
赵雷雷
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Shandong University of Technology
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Shandong University of Technology
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Abstract

The invention relates to an optimal damping control algorithm of a continuous-control-type semi-active suspension system, and the optimal damping control algorithm is researched and developed for meeting the taking comfort of people and automobile driving safety requirements well. The control algorithm comprises the following steps of: measuring automobile body vibration acceleration signals, automobile speed signals and rotation angle signals by utilizing a sensor; sensing the automobile driving road condition and suspension system damping ratio according to the signals measured by the sensor; according to the measured automobile body and automobile wheel vibration acceleration, obtaining the automobile body and automobile wheel vertical motion speed and the relative motion speed between an automobile body and automobile wheels; determining the optimal damping coefficient and the damping force of a shock absorber required under the current automobile speed and road condition according to automobile parameters, outputting stepping motor rotation angle control signals through a controller, and controlling and regulating the area of the damping throttling hole of a controllable shock absorber, so that the semi-active suspension system achieves the required optimal damping and damping force. The semi-active suspension optimal damping control algorithm provided by the invention is simple and easy to implement, has low requirements for the dynamic property of an actuating element, and is beneficial to the applications and popularization of the semi-active suspension.

Description

The real-time optimal-damping control algorithm of Vehicle Semi-active Suspension System
Technical field
The present invention relates to automobile half active system, particularly Vehicle Semi-active Suspension System damping control algorithm.
Background technology
Automobile is in the actual travel process, and the speed of a motor vehicle is constantly to change with the road conditions of going.Along with improving constantly of rapid development of automobile industry and automobile driving speed, people have higher requirement to ride safety of automobile property and travelling comfort.The control method of Vehicle Semi-active Suspension System damping has crucial effects to the performance of suspension, and it directly influences road-holding property, travelling comfort and the driving safety of automobile.For Vehicle Semi-active Suspension System, its damping of inevitable requirement is adjustable continuously with the speed of a motor vehicle and automobile current driving road conditions, under the prerequisite that guarantees vehicle safety travel, makes travelling comfort reach best.At present, state, inside and outside a lot of scholars have carried out big quantity research to the control method of semi-active suspension damping, use the control method of the more speed that is based on and based on the control method of spectrum of road surface roughness input and vehicle body acceleration.Wherein than success and use ceiling control method and the improved control method thereof that maximum control methods is based on speed control; Adopt the semi-active suspension system of these two kinds of control methods to compare to passive suspension and have the better damping performance; But they all can not guarantee road-holding property is improved, and do not resolve this contradiction of suspension system travelling comfort and road-holding property.Home and abroad Vehicle Engineering expert has carried out big quantity research to the semi-active suspension damping ratio; Once set up objective function with body vibrations acceleration/accel or wheel dynamic load separately; The suspension damping coupling is studied; But because the travelling comfort and the driving safety of suspension damping ratio decision vehicle, and both are conflicting and interactional.Can know according to institute's inspection information; Safety and the unified mutually real-time optimum damping ratio math modeling of traveling comfort under the different driving cycles are still failed to be based upon in the home and abroad at present; Semi-active suspension design can only possible designs district (0.2～0.5) according to passive suspension damping ratio in, according to vehicle type with go road conditions, select limited (2 or 3) damping ratio by rule of thumb; Controllable damper flow regulating valve parameter is designed, under different driving cycles, be difficult to make vehicle to reach best effectiveness in vibration suppression.In order to improve the performance of semi-active suspension system better, solve the contradiction between suspension system travelling comfort and the road-holding property, must the real-time optimum damping of exploitation mate the control algorithm of semi-active suspension system damping.
Summary of the invention
To the defective that exists in the above-mentioned prior art, technical matters to be solved by this invention provides the control algorithm of a kind of real-time optimum damping coupling semi-active suspension system damping.
In order to solve the problems of the technologies described above, the control method of semi-active suspension system damping is mated in a kind of real-time optimum damping provided by the present invention, and its technical scheme is following:
(1) confirms the power spectrum density
Figure 444637DEST_PATH_IMAGE001
of vehicle current driving road conditions: utilize acceleration pick-up to record bouncing of automobile body acceleration/accel
Figure 700037DEST_PATH_IMAGE002
; Car speed sensor records Vehicle Speed
Figure 776578DEST_PATH_IMAGE003
and damping controlling quantity (voltage or stepping motor corner etc.) is tried to achieve the current damping ratio of suspension system
Figure 546957DEST_PATH_IMAGE004
; Again according to vehicle single-wheel sprung weight
Figure 796672DEST_PATH_IMAGE005
, single-wheel unsprung weight
Figure 719629DEST_PATH_IMAGE006
, axle spring rigidity
Figure 216338DEST_PATH_IMAGE007
, tire stiffness and vehicle body natural frequency ; Confirm vehicle current driving road surface power spectrum
Figure 304883DEST_PATH_IMAGE010
; Wherein,
Figure 785543DEST_PATH_IMAGE011
;
Figure 15667DEST_PATH_IMAGE012
; is with reference to spatial frequency,
Figure 754002DEST_PATH_IMAGE014
;
(2) calculate the needed moving spacing stroke
Figure 405563DEST_PATH_IMAGE015
of current driving road conditions lower suspension system: according to speed of operation
Figure 388563DEST_PATH_IMAGE003
and road surface power spectrum density
Figure 970722DEST_PATH_IMAGE001
; Utilize the relation of suspension dynamic deflection probability distribution and standard deviation, confirm the needed moving spacing stroke
Figure 519515DEST_PATH_IMAGE016
of suspension system this moment;
(3) confirm the real-time optimum damping ratio of suspension system
Figure 545240DEST_PATH_IMAGE017
under current vehicle speed and the road conditions: according to the definite spacing stroke of vehicle suspension single-wheel sprung weight , unsprung weight
Figure 932545DEST_PATH_IMAGE006
, axle spring rigidity
Figure 726058DEST_PATH_IMAGE007
, tire stiffness
Figure 985001DEST_PATH_IMAGE008
, vehicle body natural frequency
Figure 411434DEST_PATH_IMAGE009
, road surface power spectrum density
Figure 600976DEST_PATH_IMAGE001
, the speed of a motor vehicle
Figure 124361DEST_PATH_IMAGE003
He suspension; Confirm current vehicle speed
Figure 467935DEST_PATH_IMAGE018
and road conditions
Figure 219026DEST_PATH_IMAGE001
the real-time optimum damping ratios of lower suspension system
Figure 596917DEST_PATH_IMAGE019
; And during as
Figure 135346DEST_PATH_IMAGE020
, get ; During as
Figure 130033DEST_PATH_IMAGE022
, get
Figure 565693DEST_PATH_IMAGE023
;
(4) confirm the speed of relative movement of sprung weight and unsprung weight: the bouncing of automobile body acceleration/accel
Figure 474929DEST_PATH_IMAGE002
that utilizes the body vibrations acceleration pick-up to record, try to achieve vehicle body perpendicular movement speed
Figure 357435DEST_PATH_IMAGE025
; The wheel vertical shake acceleration/accel
Figure 647602DEST_PATH_IMAGE026
that utilizes the unsteadiness of wheels acceleration pick-up to record is tried to achieve wheel perpendicular movement speed
Figure 324571DEST_PATH_IMAGE027
; According to vehicle body perpendicular movement speed
Figure 949456DEST_PATH_IMAGE025
and wheel perpendicular movement speed
Figure 635652DEST_PATH_IMAGE027
, calculate the speed of relative movement
Figure 780326DEST_PATH_IMAGE028
of sprung weight and unsprung weight;
(5) confirm shock absorber optimum damping coefficient
Figure 230265DEST_PATH_IMAGE029
under current vehicle speed
Figure 893775DEST_PATH_IMAGE018
and the road conditions
Figure 5957DEST_PATH_IMAGE001
: lever ratio
Figure 78955DEST_PATH_IMAGE030
is installed with shock absorber stagger angle
Figure 447488DEST_PATH_IMAGE031
according to the real-time optimum damping ratio of determined suspension system
Figure 495024DEST_PATH_IMAGE017
, suspension system single-wheel sprung weight
Figure 966325DEST_PATH_IMAGE005
, suspension rate
Figure 113273DEST_PATH_IMAGE007
, shock absorber; Confirm the shock absorber optimum damping coefficient
Figure 493308DEST_PATH_IMAGE032
under current vehicle speed
Figure 840423DEST_PATH_IMAGE018
and the road conditions
Figure 927197DEST_PATH_IMAGE001
; Wherein,
Figure 467080DEST_PATH_IMAGE033
is the safety ratio, and
Figure 280184DEST_PATH_IMAGE034
;
(6) confirm optimum damping power
Figure 865383DEST_PATH_IMAGE035
under current vehicle speed and the road conditions
Figure 709208DEST_PATH_IMAGE001
: the shock absorber optimum damping coefficient
Figure 458224DEST_PATH_IMAGE029
that speed of relative movement of confirming according to step (4)
Figure 849388DEST_PATH_IMAGE024
and step (5) are confirmed; Confirm the optimum damping power
Figure 469409DEST_PATH_IMAGE036
under current vehicle speed
Figure 303821DEST_PATH_IMAGE018
and the road conditions
Figure 314502DEST_PATH_IMAGE001
, and reach desired dumping force
Figure 565541DEST_PATH_IMAGE035
through control system control and regulation controllable damper.
The advantage that the present invention has than prior art:
The control algorithm of Vehicle Semi-active Suspension System optimum damping provided by the invention is to mate as controlled target with the semi-active suspension system optimum damping, through the optimum damping of control controllable damper, makes suspension system reach the optimum damping coupling.This control algorithm is simple and easy to implement, and utilizes this control algorithm can obviously improve the performance of suspension, solves the contradiction between suspension system travelling comfort and the ride safety of automobile property well.
Description of drawings
Be described further below in conjunction with accompanying drawing in order to understand the present invention better.
Fig. 1 is the control algorithm schematic diagram of real-time automobile active suspension system optimum damping.
Fig. 2 be embodiment when the speed of a motor vehicle 60km/h stepping motor corner with the control curve of road conditions.
Fig. 3 be embodiment when the speed of a motor vehicle 100km/h stepping motor corner with the control curve of road conditions.
Fig. 4 is the amplitude-versus-frequency curve of the vehicle body normal acceleration of embodiment.
Fig. 5 is the amplitude-versus-frequency curve of the suspension dynamic deflection of embodiment.
Fig. 6 is the amplitude-versus-frequency curve of the relative dynamic load of wheel of embodiment.
The specific embodiment
Through an embodiment the present invention is done further explain below.
Single wheel suspension system of a car sprung mass
Figure 214828DEST_PATH_IMAGE037
= 240kg, unsprung mass = 24kg; suspension spring stiffness
Figure 671403DEST_PATH_IMAGE007
= 9475N / m and tire stiffness
Figure 926935DEST_PATH_IMAGE039
= 85270N / m; body natural frequency
Figure 442230DEST_PATH_IMAGE040
= 1.0Hz; controllable telescopic hydraulic shock absorber Install lever ratio
Figure 614454DEST_PATH_IMAGE030
= 0.8, the installation angle
Figure 924213DEST_PATH_IMAGE031
= 10 °.
The control method of the real-time optimum damping coupling semi-active suspension system damping that the embodiment of the invention provided, control flow is as shown in Figure 1, and concrete steps are following:
(1) confirms the power spectrum density
Figure 667041DEST_PATH_IMAGE001
of vehicle ' road conditions: utilize the body vibrations acceleration pick-up to record body vibrations acceleration/accel ; Car speed sensor records Vehicle Speed
Figure 684861DEST_PATH_IMAGE003
and the anti-current damping ratio
Figure 910492DEST_PATH_IMAGE004
of trying to achieve of stepping motor corner , confirms road surface power spectrum
Figure 439693DEST_PATH_IMAGE001
;
(2) the spacing stroke of suspension dynamic deflection
Figure 238071DEST_PATH_IMAGE015
under the calculating current driving road conditions : according to speed of operation
Figure 955491DEST_PATH_IMAGE003
and road surface power spectrum density
Figure 350701DEST_PATH_IMAGE001
; Utilize the relation of suspension dynamic deflection probability distribution and standard deviation, confirm the spacing stroke of suspension dynamic deflection
Figure 352024DEST_PATH_IMAGE015
;
(3) confirm needed optimum damping ratio under current vehicle speed
Figure 174486DEST_PATH_IMAGE018
and the road conditions
Figure 379202DEST_PATH_IMAGE001
: according to the definite spacing stroke
Figure 121134DEST_PATH_IMAGE015
of car suspension system single-wheel sprung weight
Figure 433932DEST_PATH_IMAGE037
=240kg, unsprung weight
Figure 364979DEST_PATH_IMAGE038
=24kg, axle spring rigidity
Figure 119308DEST_PATH_IMAGE007
=9475N/m, tire stiffness
Figure 246533DEST_PATH_IMAGE039
=85270N/m, vehicle body natural frequency
Figure 769918DEST_PATH_IMAGE040
=1.0Hz, road surface power spectrum density, the speed of a motor vehicle and suspension; Confirm needed optimum damping ratio under current vehicle speed and the road conditions
Figure 300443DEST_PATH_IMAGE042
; And during as
Figure 841146DEST_PATH_IMAGE043
, get ; During as
Figure 6734DEST_PATH_IMAGE045
; Get
Figure 407759DEST_PATH_IMAGE046
; Wherein
Figure 752153DEST_PATH_IMAGE047
;
Figure 171502DEST_PATH_IMAGE048
;
Figure 943148DEST_PATH_IMAGE013
is with reference to spatial frequency,
Figure 831470DEST_PATH_IMAGE014
;
(4) confirm needed optimum damping coefficient under current vehicle speed
Figure 713975DEST_PATH_IMAGE018
and the road conditions
Figure 253410DEST_PATH_IMAGE001
: according to suspension system single-wheel sprung weight
Figure 571576DEST_PATH_IMAGE037
=240kg, suspension rate =9475N/m, shock absorber lever ratio
Figure 589396DEST_PATH_IMAGE030
=0.8, shock absorber stagger angle
Figure 702846DEST_PATH_IMAGE031
=10 ° and current vehicle speed He the optimum damping ratio under the road conditions
Figure 815027DEST_PATH_IMAGE017
are installed, confirm current vehicle speed
Figure 39335DEST_PATH_IMAGE018
with road conditions Xia needed optimum damping coefficient ;
(5) confirm the speed of relative movement of sprung weight and unsprung weight: the body vibrations acceleration/accel
Figure 888026DEST_PATH_IMAGE002
that utilizes the body vibrations acceleration pick-up to record, the speed of relative movement
Figure 69608DEST_PATH_IMAGE024
of estimation sprung weight and unsprung weight;
(6) confirm needed optimum damping and dumping force
Figure 276150DEST_PATH_IMAGE035
under current vehicle speed
Figure 711811DEST_PATH_IMAGE018
and the road conditions
Figure 283738DEST_PATH_IMAGE001
: optimum damping coefficient
Figure 902304DEST_PATH_IMAGE029
and step (5) the definite speed of relative movement
Figure 148477DEST_PATH_IMAGE024
definite according to step (4); Confirm needed optimum damping power under current vehicle speed
Figure 518279DEST_PATH_IMAGE018
and the road conditions
Figure 861404DEST_PATH_IMAGE001
, reach desired optimum damping power
Figure 204978DEST_PATH_IMAGE035
through the control controllable damper.
Fig. 2 be embodiment when the speed of a motor vehicle 60km/h stepping motor corner with the control curve of road conditions, Fig. 3 be embodiment when the speed of a motor vehicle 100km/h stepping motor corner with the control curve of road conditions.Can know that with Fig. 3 under the same speed of a motor vehicle, when going on good road surface, controllable damper is worked through analysis chart 2 under the traveling comfort optimum damping ratio, stepping motor rotates lesser degree; When going on the difference road surface, controllable damper is worked under the safety optimum damping ratio, and stepping motor rotates the bigger number of degrees; Along with the condition of road surface variation, the stepping motor corner increases gradually.Under the low speed of a motor vehicle, go, the pavement grade bandwidth that stepping motor is regulated is big; Under the high speed of a motor vehicle, go, the pavement grade bandwidth that stepping motor is regulated is little.
Fig. 4 is the amplitude-versus-frequency curve of the vehicle body normal acceleration of embodiment, and Fig. 5 is the amplitude-versus-frequency curve of the suspension dynamic deflection of embodiment, and Fig. 6 is the amplitude-versus-frequency curve of the relative dynamic load of wheel of embodiment.Can know by Fig. 4 ~ Fig. 6; Compare with passive suspension; Because this car has adopted the control algorithm of semi-active suspension system optimum damping; The body vibrations acceleration/accel obviously reduces at the peak value in low-frequency resonance district, dynamic wheel load and axle spring dynamic deflection the peak value in low frequency and high-frequency resonance district also be improved significantly.
Hence one can see that, adopts the control algorithm of semi-active suspension system optimum damping, can improve the performance of suspension significantly, makes vehicle suspension reach the optimum damping coupling, solves the contradiction between suspension system travelling comfort and the ride safety of automobile property well.

Claims (4)

1. based on the automotive semi-active suspension optimum damping ratio control method of the speed of a motor vehicle with the road conditions of going, its concrete steps are following:
(1) confirms the power spectrum density
Figure 233317DEST_PATH_IMAGE001
of road conditions: utilize acceleration pick-up to record bouncing of automobile body acceleration/accel
Figure 940242DEST_PATH_IMAGE002
; Car speed sensor records Vehicle Speed
Figure 334314DEST_PATH_IMAGE003
and damping controlling quantity (voltage or stepping motor corner etc.) is tried to achieve the current damping ratio of suspension system
Figure 152098DEST_PATH_IMAGE004
; Again according to vehicle single-wheel sprung weight
Figure 948015DEST_PATH_IMAGE005
, single-wheel unsprung weight
Figure 560262DEST_PATH_IMAGE006
, axle spring rigidity
Figure 972789DEST_PATH_IMAGE007
, tire stiffness and vehicle body natural frequency
Figure 746152DEST_PATH_IMAGE009
; Confirm vehicle current driving road surface power spectrum
Figure 670246DEST_PATH_IMAGE010
; Wherein,
Figure 897965DEST_PATH_IMAGE011
; ;
Figure 234585DEST_PATH_IMAGE013
is with reference to spatial frequency,
Figure 454214DEST_PATH_IMAGE014
;
(2) calculate the needed moving spacing stroke
Figure 44596DEST_PATH_IMAGE015
of current driving road conditions lower suspension system: according to speed of operation
Figure 414397DEST_PATH_IMAGE003
and road surface power spectrum density
Figure 164047DEST_PATH_IMAGE001
; Utilize the relation of suspension dynamic deflection probability distribution and standard deviation, confirm the needed moving spacing stroke of suspension system this moment;
(3) confirm the real-time optimum damping ratio of suspension system
Figure 142509DEST_PATH_IMAGE017
under current vehicle speed and the road conditions: according to the definite spacing stroke of vehicle suspension single-wheel sprung weight , unsprung weight
Figure 123420DEST_PATH_IMAGE006
, axle spring rigidity
Figure 91376DEST_PATH_IMAGE007
, tire stiffness
Figure 656349DEST_PATH_IMAGE008
, vehicle body natural frequency , road surface power spectrum density
Figure 295458DEST_PATH_IMAGE001
, the speed of a motor vehicle
Figure 27791DEST_PATH_IMAGE003
He suspension; Confirm current vehicle speed
Figure 595356DEST_PATH_IMAGE018
and road conditions
Figure 409990DEST_PATH_IMAGE001
the real-time optimum damping ratios of lower suspension system
Figure 188590DEST_PATH_IMAGE019
; And during as
Figure 852790DEST_PATH_IMAGE020
, get
Figure 375038DEST_PATH_IMAGE021
; During as
Figure 808293DEST_PATH_IMAGE022
, get
Figure 288953DEST_PATH_IMAGE023
;
(4) confirm the speed of relative movement
Figure 315815DEST_PATH_IMAGE024
of sprung weight and unsprung weight: the bouncing of automobile body acceleration/accel
Figure 500809DEST_PATH_IMAGE002
that utilizes the body vibrations acceleration pick-up to record, try to achieve vehicle body perpendicular movement speed
Figure 195095DEST_PATH_IMAGE025
; The wheel vertical shake acceleration/accel that utilizes the unsteadiness of wheels acceleration pick-up to record is tried to achieve wheel perpendicular movement speed
Figure 452825DEST_PATH_IMAGE027
; According to vehicle body perpendicular movement speed
Figure 910351DEST_PATH_IMAGE025
and wheel perpendicular movement speed
Figure 724723DEST_PATH_IMAGE027
, calculate the speed of relative movement
Figure 16027DEST_PATH_IMAGE028
of sprung weight and unsprung weight;
(5) confirm shock absorber optimum damping coefficient
Figure 213156DEST_PATH_IMAGE029
under current vehicle speed
Figure 876536DEST_PATH_IMAGE018
and the road conditions
Figure 75436DEST_PATH_IMAGE001
: lever ratio
Figure 378504DEST_PATH_IMAGE030
is installed with shock absorber stagger angle
Figure 277190DEST_PATH_IMAGE031
according to the real-time optimum damping ratio of determined suspension system
Figure 799996DEST_PATH_IMAGE017
, suspension system single-wheel sprung weight
Figure 23166DEST_PATH_IMAGE005
, suspension rate
Figure 855119DEST_PATH_IMAGE007
, shock absorber; Confirm the shock absorber optimum damping coefficient
Figure 499726DEST_PATH_IMAGE032
under current vehicle speed
Figure 112290DEST_PATH_IMAGE018
and the road conditions
Figure 387414DEST_PATH_IMAGE001
; Wherein,
Figure 428368DEST_PATH_IMAGE033
is the safety ratio, and
Figure 157290DEST_PATH_IMAGE034
;
(6) confirm optimum damping power
Figure 36887DEST_PATH_IMAGE035
under current vehicle speed
Figure 704946DEST_PATH_IMAGE018
and the road conditions : the shock absorber optimum damping coefficient
Figure 962041DEST_PATH_IMAGE029
that speed of relative movement of confirming according to step (4)
Figure 987526DEST_PATH_IMAGE024
and step (5) are confirmed, confirm current vehicle speed
Figure 314525DEST_PATH_IMAGE018
with the optimum damping power
Figure 757325DEST_PATH_IMAGE036
Xia the road conditions
Figure 725915DEST_PATH_IMAGE001
;
(7) turn an angle through the control step motor
Figure 177942DEST_PATH_IMAGE037
, regulate controllable damper damping hole area and reach desired optimum damping power F o
2. according to the automotive semi-active suspension optimum damping ratio control method described in the claim 1 based on the speed of a motor vehicle and the road conditions of going; It is characterized in that: utilize acceleration pick-up to record bouncing of automobile body acceleration/accel
Figure 119353DEST_PATH_IMAGE002
; Car speed sensor records Vehicle Speed
Figure 826278DEST_PATH_IMAGE003
and damping controlling quantity (voltage or stepping motor corner etc.); Can determine the current damping ratio
Figure 751509DEST_PATH_IMAGE004
of suspension system; And, can confirm the road surface power spectrum of vehicle current driving road conditions according to vehicle single-wheel sprung weight
Figure 444658DEST_PATH_IMAGE005
, single-wheel unsprung weight
Figure 99631DEST_PATH_IMAGE006
, axle spring rigidity
Figure 383981DEST_PATH_IMAGE007
, tire stiffness
Figure 265350DEST_PATH_IMAGE008
and vehicle body natural frequency
Figure 388289DEST_PATH_IMAGE009
.
3. according to the automotive semi-active suspension optimum damping ratio control method described in the claim 1 based on the speed of a motor vehicle and the road conditions of going; It is characterized in that: utilize the relation of suspension dynamic deflection probability distribution and its standard deviation, confirm the spacing stroke of the current needed suspension dynamic deflection of vehicle
Figure 228386DEST_PATH_IMAGE038
.
4. according to the automotive semi-active suspension optimum damping ratio control method described in the claim 1, it is characterized in that: according to vehicle suspension single-wheel sprung weight based on the speed of a motor vehicle and the road conditions of going , unsprung weight
Figure 287795DEST_PATH_IMAGE006
, axle spring rigidity
Figure 58304DEST_PATH_IMAGE007
, tire stiffness
Figure 12354DEST_PATH_IMAGE008
, the vehicle body natural frequency , the road surface power spectrum density , the speed of a motor vehicle
Figure 722187DEST_PATH_IMAGE003
With the moving spacing stroke of suspension , confirm current vehicle speed
Figure 596919DEST_PATH_IMAGE018
And road conditions The real-time optimum damping ratio of lower suspension system
Figure 873103DEST_PATH_IMAGE019
, and can turn an angle through the control step motor
Figure 309901DEST_PATH_IMAGE037
, regulate controllable damper damping hole area and reach desired optimum damping coefficient But and optimum damping power F o
CN201210245685.7A 2012-07-17 2012-07-17 Real-time optimal damping control algorithm of automobile semi-active suspension system Expired - Fee Related CN102729760B (en)

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