CN102975587A - Vehicle semiactive suspension based on double controllable dampers and control method thereof - Google Patents

Abstract

The invention discloses a vehicle semiactive suspension based on double controllable dampers, which is applied to decoupling control of a vehicle semiactive suspension system which is provided with two groups of suspension subsystems. The vehicle semiactive suspension comprises the following decoupling control steps that 1, an unsprung type controllable damper is arranged between a lower control arm and a connecting rod, and the damping force outputted by the unsprung type controllable damper is adjusted through the feedback control of variations of vehicle body pitch angles and accelerations, so as to realize the complete structure decoupling of two 'quarter' vehicle suspension subsystems of the vehicle semiactive suspension system, and improve the properties of the vehicle suspension in the pitch movement; 2, the unsprung controllable damper is arranged on the position of the traditional passive suspension damper, and the decoupled suspension system can directly adopt a relatively matured semiactive control strategy of the 'quarter' vehicle suspension subsystems, so as to ideally improve the properties of the vehicle suspension in the vertical movement.

Description

Vehicle Semi-active Suspension and control method thereof based on two controllable dampers

Technical field

The present invention relates to Vehicle Engineering, relate in particular to the intelligent vehicle suspension system control setup that adopts controllable damper, be used for having the half body suspension system decoupling control of two groups of suspension subsystems.

Background technology

Vehicle suspension is the general name that connects all load transfer devices on vehicle body and chassis, is the important system of guaranteeing vehicle riding comfort and controlling safety, and traditional passive suspension can not satisfy traveling comfort and handling requirement simultaneously, and then has produced controllable suspension system.Half ACTIVE CONTROL suspension based on controllable damper is one of hot subject of Chinese scholars research over past ten years, owing to have the close coupling characteristic between a plurality of suspension subsystems of vehicle, so that have challenge about the adaptive control of realizing many suspension properties of vehicle target, the mutual coordination control of each controlled suspension subsystem, it is the great difficult problem that faces about controllable intelligent vehicle suspension half active controller design and research institute at present, be a kind of new research direction to vehicle suspension system decoupling zero control, this is the present invention's target of putting forth effort to solve just.

Chinese scholars had proposed various semi-active control strategies for controllable suspension system in recent years, minority scholar also attempts the multi-degree-of-freedom suspension system decoupling is controlled, but the decoupling method that proposes too theorizes, is difficult to Project Realization, the coordination of a plurality of controlled suspension subsystems is controlled still do not proposed feasible terms of settlement.The control method that linear feedback in the employing multiinput-multioutput nonlinear system such as Taiwan's scholars T.H.S.LI combines with the neural network feedforward, realized the Approximate Decoupling control of the moving suspension system of half car owner, for certain basis has been established in the coordination control that realizes controllable damper, but its controller design method is too complicated, be difficult to realize, and do not have system analysis vehicle suspension multiple goal suspension property; Wu Long etc. carry out decoupling zero to six degree of freedom half body suspension system, and further adopt hierarchical control method, have improved half body suspension system performance, but its decoupling method assumed condition is many, real-time is poor, have therefore also only realized theoretic Approximate Decoupling; Dong Xiao Min etc. divide in the attitude harmony apery intelligent control method at the controlled semi-active suspension that proposes, the car load body movement is divided into eight kinds of attitudes, write 4 suspension subsystems to suppressing vertical by row, the kinetics equation of pitching and roll motion, thereby the equation decoupling zero of then row being write obtains four groups of approximate independently Damper Control power, and further combined with Human Simulating Intelligent Control, improved car load suspension system performance, but the method is calculated respectively for one or more sports coupling needs that exist under eight kinds of athletic postures, need simultaneously in advance qualitative analysis body gesture, therefore the accuracy rate of this decoupling control method is not high, real-time is undesirable, is difficult to be applied in actual vehicle.

In sum, the problems such as coordination control about a plurality of controlled suspension subsystems of vehicle still do not have and can be well solved, carry out decoupling zero and reach it to coordinate control be a good thinking by the vehicle of coupling is organized controllable suspension system more, but above-mentioned Approximate Decoupling method and the vehicle actual condition under many assumed conditions that has proposed differs greatly, fail to realize to simplify the design of controllable suspension system controller complexity, improve the goal in research such as control system real-time, and mostly still be in the theoretical algorithm conceptual phase, from dropping into practical application very large distance arranged still.

Summary of the invention

Based on national natural science fund subsidy project in 2011: initiatively decoupling zero control research (51075215) of magnetorheological car load suspension system half, the present invention proposes a kind of novel semi-active suspension structure and decoupling control method that adopts two controllable dampers, and be applied in the half body suspension system, purpose is to realize the complete lattice decoupling zero of two groups of controlled suspension subsystems of " 1/4th " vehicle, so that each controlled suspension subsystem of " 1/4th " vehicle can work alone, with complexity that effectively realize to simplify the design of semi-active suspension system controller with improve the goal in research such as half ACTIVE CONTROL real-time, for further carry out based on 4 controlled suspension subsystems of " 1/4th " vehicle of car load full decoupled half initiatively Study on Adaptive Control solid foundation is provided.

To achieve these goals, the technical solution used in the present invention is as follows:

Vehicle Semi-active Suspension based on two controllable dampers, comprise that coil spring, spring carry controllable damper, non-spring carries controllable damper, linkage, Control arm, tire, angular acceleration transducer, ECU (Electrical Control Unit) and current drives module, wherein, non-spring carries controllable damper and is installed between Lower control arm and the connecting rod, and approximate parallel with tire; Spring carries the upper end that controllable damper is installed in connecting rod; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) links to each other with the mouth of described angular acceleration transducer, and its mouth links to each other with driver module; Described driver module output port carries controllable damper with described spring respectively and carries controllable damper with non-spring and link to each other.

Control method detailed process of the present invention is: in the vehicle operating process, angular acceleration transducer sends the vehicle body pitch angle acceleration signal that collects to ECU (Electrical Control Unit), ECU (Electrical Control Unit) is calculated backward driver module according to control algorithm and is sent control signal, driver module carries the controllable damper output driving signal corresponding with control signal to non-spring, carry controllable damper by non-spring at last and provide corresponding dumping force to vehicle, finally realize the decoupling zero control of half body suspension system.Spring carries controllable damper and then is further used for providing half active controlling force.

The present invention installs two controllable dampers in the conventional confguration of half body suspension system, a position that is installed on original passive suspension damping device is called spring and carries controllable damper, plays the suspension damping control action; Another is installed between Lower control arm and the connecting rod, and is approximate parallel with tire on the position, is called non-spring and carries controllable damper, plays the system decoupling control action.Based on this pair controllable damper Pendant Structure Of Vehicle, derive by theory, adopt STATE FEEDBACK CONTROL, the complete lattice decoupling zero of two controlled suspension subsystems of " 1/4th " vehicle of half body suspension system can be realized, thereby the semi-active control strategy about the controlled suspension subsystem of " 1/4th " vehicle of comparative maturity can be directly used.

Key of the present invention is to install a non-spring and carries controllable damper between Lower control arm and connecting rod, by improving the traditional suspension structure, need not various condition hypothesis, and be based on actual physical structure and feedback is realized the full decoupled of half body suspension system, and adopt the suspension system of this pair controllable damper Pendant Structure Of Vehicle and decoupling method can guarantee the dynamics that conventional suspension systems is intrinsic, satisfy the basic demand of suspension system designs, simultaneously, this pair controllable damper Pendant Structure Of Vehicle that proposes is easy to Project Realization, control method is simple, required sensor is few, calculated amount is little, real-time is high, can effectively simplify the complexity of Vehicle Semi-active Suspension System controller design, improve realtime control, this invention is easy to drop into practical application.

Description of drawings

Below in conjunction with accompanying drawing the inventive method is elaborated:

Fig. 1 is that the hardware of the two controllable damper Pendant Structure Of Vehicles of the present invention forms scheme drawing.

Fig. 2 is based on half body suspension system dynamics model of two controllable damper Pendant Structure Of Vehicles.

Fig. 3 be half body suspension system of decoupling zero of the present invention and the traditional Performance Ratio of the passive suspension system of half car under single-frequency harmonic excitation: (a) be the barycenter acceleration ratio; (b) be the pitch angle acceleration ratio; (c) be that the front-wheel spring carries acceleration ratio; (d) be that the trailing wheel spring carries acceleration ratio; (e) be that the non-spring of front-wheel carries acceleration ratio; (f) be that the non-spring of trailing wheel carries acceleration ratio; (g) be that the front tyre dynamic force compares; (h) be that the rear tire dynamic force compares.

Fig. 4 be half body suspension system of decoupling zero of the present invention and the traditional passive suspension system of the half car Performance Ratio under level and smooth pulse excitation: (a) be the barycenter acceleration ratio; (b) be the pitch angle acceleration ratio; (c) be that the front-wheel spring carries acceleration ratio; (d) be that the trailing wheel spring carries acceleration ratio; (e) be that the non-spring of front-wheel carries acceleration ratio; (f) be that the non-spring of trailing wheel carries acceleration ratio; (g) be that the front tyre dynamic force compares; (h) be that the rear tire dynamic force compares.

The specific embodiment

As shown in Figure 1, be a kind of novel semi-active suspension structure based on two controllable dampers that the present invention proposes, mainly by coil spring, spring carry controllable damper, non-spring carries controllable damper, linkage, Control arm, tire, sensor, ECU and driver module and forms.Its structure is connected to: a non-spring is installed between Lower control arm 4 and connecting rod 2 is carried controllable damper 3, structurally be approximate relation in parallel with tire 5; Carry controllable damper 1 at spring of connecting rod 2 installations simultaneously and replace traditional passive damping device, in parallel with the axle spring device; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) (ECU) links to each other with the output of angular acceleration transducer, mouth links to each other with driver module; The driver module output port carries controllable damper 1 with spring, non-spring carries controllable damper 3 and links to each other.

This pair controllable damper suspension frame structure function is: the one, by feedback vehicle movement pitch angle acceleration condition variable, the non-spring that the non-spring of adjusting control carries controllable damper output carries dumping force, realize the mutually complete lattice decoupling zero of two controlled suspension subsystems of " 1/4th " vehicle of coupling of half body suspension system, and improve vehicle luffing suspension property; The 2nd, can further carry " 1/4th " Vehicle Semi-active Suspension control policy that controllable damper is used various maturations to spring, improve vehicle perpendicular movement resonance inhibition with emphasis and wait suspension property.

The below introduces the decoupling control method based on two controllable damper suspension frame structures that proposes:

As shown in Figure 2, be half truck system model based on above-mentioned pair of controllable damper semi-active suspension structure.Here, suppose that the vehicle body spring carried mass is M _g, forward and backward nonspring carried mass is respectively M _Uf, M _Ur, I _θThe pitch rotation inertia of expression vehicle body, a, b represent that the vehicle body barycenter is to the wheelbase of antero posterior axis.x _g, θ represents respectively the pitch angle of the displacement of vehicle barycenter perpendicular movement, luffing,

The pitch angle acceleration/accel that represents respectively vehicle barycenter perpendicular movement acceleration/accel, luffing, k _Sf, k _SrThe stiffness coefficient that represents respectively forward and backward suspension subsystem, k _Tf, k _TrThe stiffness coefficient of tire before and after representing respectively, F _Df, F _DrSpring carries controllable damping force, F before and after the expression respectively _Uf, F _UrNon-spring carries controllable damping force before and after the expression respectively,

Spring carried mass perpendicular movement acceleration/accel, nonspring carried mass perpendicular movement acceleration/accel, the displacement of spring carried mass perpendicular movement, the displacement of nonspring carried mass perpendicular movement and two road excitation signals that tire bears of representing respectively former and later two suspension subsystems, K ₁, K ₂Be feedback factor.

The below is take barycenter as reference coordinate, and row are write the kinetics equation of this half truck system:

Center of mass motion:

$M_g{\stackrel{\·\·}{x}}_g=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{ur}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_{\mathrm{df}}-F_{\mathrm{dr}}---\left(1\right)$

Luffing:

$I_{\mathrm{\θ}}\stackrel{\·\·}{\mathrm{\θ}}={\mathrm{ak}}_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-{\mathrm{bk}}_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+a{F}_{\mathrm{df}}-b{F}_{\mathrm{dr}}---\left(2\right)$

The motion of front-wheel nonspring carried mass:

$M_{\mathrm{uf}}{\stackrel{\·\·}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_{\mathrm{df}}+F_{\mathrm{uf}}---\left(3\right)$

The motion of trailing wheel nonspring carried mass:

$M_{\mathrm{ur}}{\stackrel{\·\·}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_{\mathrm{dr}}+F_{\mathrm{ur}}---\left(4\right)$

Got by (1), (2):

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\·\·}{x}}_g+\frac{I_{\mathrm{\θ}}}{a+b}\stackrel{\·\·}{\mathrm{\θ}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_{\mathrm{dr}}\\ \frac{b}{a+b}{M}_g{\stackrel{\·\·}{x}}_g-\frac{I_{\mathrm{\θ}}}{a+b}\stackrel{\·\·}{\mathrm{\θ}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-F_{\mathrm{df}}\end{array}\right.---\left(5\right)$

Introduce feedback quantity

,

Obtain formula (6):

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+{\mathrm{<figure-callout\; id="1"\; label="K"\; filenames="HDA00002512118600011.png"\; state="\{\{state\}\}">K</figure-callout>}}_1\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}{-F}_{\mathrm{dr}}\\ \frac{b}{a+b}{M}_g{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sf}}\stackrel{}{\&CenterDot;}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})+{\mathrm{<figure-callout\; id="2"\; label="K"\; filenames="HDA00002512118600011.png,HDA00002512118600021.png"\; state="\{\{state\}\}">K</figure-callout>}}_2\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}{-F}_{\mathrm{df}}\end{array}\right.---\left(6\right)$

Further combined with

The front-wheel spring carries displacement: x _Sf≈ x _g-a θ

The trailing wheel spring carries displacement: x _Sr≈ x _g+ b θ

Try to achieve:

$\left\{\begin{array}{c}{K}_1=\frac{a}{a+b}{M}_g(b-\frac{I_{\mathrm{\&theta;}}}{a{M}_g})\\ K_2=-\frac{b}{a+b}{M}_g(a-\frac{I_{\mathrm{\&theta;}}}{b{M}_g})\end{array}\right.---\left(7\right)$

Then composite type (3), (4), (6) get:

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+{\mathrm{<figure-callout\; id="1"\; label="K"\; filenames="HDA00002512118600011.png"\; state="\{\{state\}\}">K</figure-callout>}}_1\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}-F_{\mathrm{dr}}\\ M_{\mathrm{ur}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_{\mathrm{dr}}+F_{\mathrm{ur}}\end{array}\right.---\left(8\right)$

$\left\{\begin{array}{c}\frac{b}{a+b}{M}_g{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sf}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})+{\mathrm{<figure-callout\; id="2"\; label="K"\; filenames="HDA00002512118600011.png,HDA00002512118600021.png"\; state="\{\{state\}\}">K</figure-callout>}}_2\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}-F_{\mathrm{df}}\\ M_{\mathrm{uf}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_{\mathrm{df}}+F_{\mathrm{uf}}\end{array}\right.---\left(9\right)$

Be not difficult to find out that from formula (8) and (9) two groups of represented sub-suspension systems of the controlled vehicle of " 1/4th " vehicle are coupled mutually by pitching angle theta.Here, we make: $M_{\mathrm{sf}}=\frac{b}{a+b}{M}_g$ ， $M_{\mathrm{sr}}=\frac{a}{a+b}{M}_g$ ， $F_f=-({\mathrm{<figure-callout\; id="2"\; label="K"\; filenames="HDA00002512118600011.png,HDA00002512118600021.png"\; state="\{\{state\}\}">K</figure-callout>}}_2\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}-F_{\mathrm{df}})=F_{\mathrm{df}}+F_{\mathrm{uf}}$ ， $F_r=-({\mathrm{<figure-callout\; id="1"\; label="K"\; filenames="HDA00002512118600011.png"\; state="\{\{state\}\}">K</figure-callout>}}_1\stackrel{\&CenterDot;\&CenterDot;}{\mathrm{\&theta;}}-F_{\mathrm{dr}})=F_{\mathrm{dr}}+F_{\mathrm{ur}}$ , then formula (8), (9) abbreviation are:

$\left\{\begin{array}{c}{M}_{\mathrm{sf}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sf}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-F_f\\ M_{\mathrm{uf}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_f\end{array}\right.---\left(10\right)$

$\left\{\begin{array}{c}{M}_{\mathrm{sr}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_r\\ M_{\mathrm{ur}}{\stackrel{\&CenterDot;\&CenterDot;}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_r\end{array}\right.---\left(11\right)$

Can find out that by formula (10) and (11) this is two standard sets " 1/4th " kinetics equation of vehicle controllable vehicle suspension subsystem ^[1], and do not have the system state variables that intercouples, originally by two " 1/4th " vehicle controlled vehicle suspension systems of system state variables pitching angle theta coupling by formula (8) and (9) expression, by introducing feedback quantity

,

Control its corresponding non-spring and carry controllable damper, so just realized the complete lattice decoupling zero control suc as formula two groups of controlled suspension subsystems of " 1/4th " vehicle shown in (10) and (11).

The validity based on two controllable damper structure decoupling methods for checking the present invention proposition, under the Matlab/Simulink environment, set up the kinetic model of above-mentioned kinetic model based on two controllable damper structure decoupling suspension systems and the traditional passive suspension system of coupling, verified the validity of this pair controllable damper structure decoupling method by Simulation Test ^[1]Fig. 3, Fig. 4 show respectively at single-frequency harmonic wave, level and smooth pulse input stimulus ^[2]Lower, about propose based on the time domain response comparison of two controllable damper structure decoupling suspension systems with the traditional passive suspension system of coupling, suppose that Vehicle Speed is 60Km/h, the critical for the evaluation of selection is: the barycenter acceleration/accel

, the pitch angle acceleration/accel , the front-wheel spring carries acceleration/accel and non-spring carries acceleration/accel

, the trailing wheel spring carries acceleration/accel and non-spring carries acceleration/accel

, front tyre dynamic force F _Tf, rear tire dynamic force F _Tr, learn by the system response comparative analysis: two controllable damper structure decoupling suspension systems that the present invention proposes are implemented effectively control to the luffing of vehicle; Suspension subsystem after the decoupling zero can separate work, and carry displacement acceleration to a certain degree having suppressed rear spring, has improved rear row's travelling comfort; The simultaneously system enhancement after the decoupling zero tire operating mode, prolonged Using Life of Tyre; Importantly, the sequential chart variation tendency of each parameter of decoupling zero fore suspension and rear suspension system is consistent, so system does not change the intrinsic dynamics of conventional suspension systems after the decoupling zero.

In summary, the structure decoupling method that the present invention proposes is effective and feasible, for further car load half active Decoupling Controller Design provides assurance, the novel semi-active suspension structure that the present invention proposes can drop into practical engineering application, has very widely application prospect.

[1]?Wang?E?R,?Ying?L,?Wang?WJ,?Rakheja?S?and?Su?C-Y.?Semi-active?control?of?vehicle?suspension?with?MR-Damper:?Part?I-Controller?Synthesis?and?Evaluation?[J].?Chinese?J.?of?Mechanical?Engineering,?2008,?21(1):13-19.

[2]?Zhang?HL,?Wang?ER,?Ming?FH,?Rakheja?S?and?Su?C-Y.?Skyhook-Based?Semi-active?Control?of?Full-vehicle?Suspension?with?Magneto-rheological?Dampers?[J].Chinese?J.?of?Mechanical?Engineering,?2012.?(To?appear)

Advantage of the present invention:

1, innovation characteristic of the present invention is embodied in from traditional Pendant Structure Of Vehicle and starts with, and adopts two controllable damper suspension frame structures: the one, and non-spring carries controllable damper mainly by introducing vehicle pitch angle acceleration/accel

The controlled reset of state variable is regulated non-spring and is carried dumping force, come emphasis realize in the half body suspension system before and after sub-suspension full decoupled, and improve vehicle luffing suspension property; The 2nd, spring carries controllable damper by directly using the control policy of " 1/4th " vehicle controllable vehicle suspension subsystem of comparative maturity, comes emphasis to improve vehicle perpendicular movement resonance inhibition and waits suspension property.Accordingly, can greatly simplify the complexity of Vehicle Semi-active Suspension System controller design and the real-time of the controlled suspension control system of raising, the convenient practical engineering application that drops into.

2, the present invention has increased two controllable dampers at the passive suspension frame structure of conventional truck, do not change the original structure design of vehicle, kept the intrinsic dynamics of conventional suspension systems, there is the drawback of too much assumed condition in the vehicle suspension system decoupling method of having avoided having delivered, can satisfy the industrial requirements of suspension system designs, be easy to Project Realization.

3, the non-spring in two controllable damper suspension frame structures of the present invention's proposition carries controllable damper, by introducing vehicle pitch angle acceleration/accel

The controlled reset of state variable is regulated non-spring and is carried dumping force, sub-suspension is full decoupled before and after not only can realizing in the half body suspension system, and can improve vehicle luffing suspension property, its Project Realization only needs to measure in real time vehicle body pitch angle acceleration/accel variable, required sensor is few, real-time is good, is convenient to drop into actual use.In addition, because non-spring carries controllable damper and tire is similar to parallel the installation, the Dynamic Load Characteristics of vehicle tyre be can also further improve, the safety in operation of vehicle and the service life of prolongation tire improved.

4, the complete lattice decoupling method of half car controllable suspension system of the present invention's proposition, can be applied directly to the vibration damping control such as sulky vehicles such as Mountain bike, motor bikes, also can be extended to the decoupling zero control of 4 controlled suspension subsystems of car load, and promote the use of the vibration damping control such as institutional systems such as precision lathe processing, architectural designs.

Claims (3)

1. based on the Vehicle Semi-active Suspension of two controllable dampers, comprise that coil spring, spring carry controllable damper, non-spring carries controllable damper, linkage, Control arm, tire, angular acceleration transducer, ECU (Electrical Control Unit) and current drives module, it is characterized in that, non-spring carries controllable damper and is installed between Lower control arm and the connecting rod, and approximate parallel with tire; Spring carries the upper end that controllable damper is installed in connecting rod; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) links to each other with the mouth of described angular acceleration transducer, and its mouth links to each other with driver module; Described driver module output port carries controllable damper with described spring respectively and carries controllable damper with non-spring and link to each other.

2. the control method of the Vehicle Semi-active Suspension based on two controllable dampers as claimed in claim 1, it is characterized in that, detailed process is: in the vehicle operating process, angular acceleration transducer sends the vehicle body pitch angle acceleration signal that collects to ECU (Electrical Control Unit), ECU (Electrical Control Unit) is calculated backward driver module according to control algorithm and is sent control signal, driver module carries the controllable damper output driving signal corresponding with control signal to non-spring, carry controllable damper by non-spring at last and provide corresponding dumping force to vehicle, finally realize the decoupling zero control of half body suspension system.

3. control method according to claim 2 is characterized in that, described angular acceleration transducer with the pitch angle acceleration/accel as the feedback of status amount:

$\left\{\begin{array}{c}{K}_1=\frac{a}{a+b}{M}_g(b-\frac{I_{\mathrm{\&theta;}}}{a{M}_g})\\ K_2=-\frac{b}{a+b}{M}_g(a-\frac{I_{\mathrm{\&theta;}}}{b{M}_g})\end{array}\right.$

K ₁, K ₂Be the feedback states amount; A, b represent that the vehicle body barycenter is to the wheelbase of antero posterior axis, M _gBe vehicle body spring carried mass, I _θThe pitch rotation inertia of expression vehicle body.

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