CN106926660B - A kind of electromagnetic suspension system and its control method based on wheel rim driven motor vehicle - Google Patents
A kind of electromagnetic suspension system and its control method based on wheel rim driven motor vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
- B60G13/16—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dynamic absorbers as main damping means, i.e. spring-mass system vibrating out of phase
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/25—Dynamic damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
- B60G2202/422—Linear motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
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- B60G2300/50—Electric vehicles; Hybrid vehicles
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Abstract
The present invention provides a kind of electromagnetic suspension system and its control method based on wheel rim driven motor vehicle, and the system comprises spring carried mass, elastic element, damper, linear motor, hub motor, unsprung mass, acceleration signal sensor, displacement sensor A, displacement sensor B and ECU；The method includes comfortable sexual norm, safety profile and comprehensive three kinds of operating modes of sexual norm；The present invention uses inner and outer ring coordinated control, inner loop control uses PI control algolithm, outer loop control uses LQG control algolithm, the monocycle control used compared to most researchers before, force tracing control mode based on LQG and PI control can preferably track suspension real time kinematics state using feedback mechanism, and more effectively output target following power improves body vibrations.What the present invention established simultaneously is the Three Degree Of Freedom electromagnetic suspension model based on wheel rim driven motor vehicle, and model structure is more complicated, and Consideration is more, and can be applied to meet target for energy-saving and emission-reduction on modern electric car.
Description
Technical Field
The invention belongs to the field of automobile safety, and particularly relates to an electromagnetic suspension system based on a wheel-side driving electric vehicle and a control method thereof.
Background
With the continuous development of automobile technology, the requirements of consumers on the safety and comfort of automobiles are higher and higher. When the automobile is used, the driving states such as load, speed and road conditions can be greatly changed, the lateral emphasis on the requirements of smoothness and operation stability under different working conditions is different, and the characteristics of the suspension are correspondingly changed. For example, ride comfort generally requires softer suspensions, while ride safety requires stiffer suspensions to maintain body attitude and tire contact patch during sharp turns, hard braking and acceleration, high speed driving maneuvers. The passive suspension is difficult to meet the high requirements on the suspension performance under various driving states. Under the requirement, a plurality of automobile energy-saving technologies, such as a hydraulic interconnection technology, a semi-active control technology, a braking energy recovery technology and the like, are developed, and the technologies improve the safety and the comfort of the automobile to a certain extent.
The linear motor is a deformation of the rotating motor in the aspect of structure, and has the advantages of simple structure, high efficiency, no radial force between an armature and a stator and the like, and is widely applied and developed in various fields, particularly in the aspect of vehicle suspension. The linear motor type electromagnetic suspension can realize active vibration reduction of a vehicle by controlling the linear motor, so that the controllability of the suspension is greatly increased.
Chinese patent 201510645787.1 discloses a design method for the optimal control force of an automobile active suspension LQG controller, but only adopts the LQG algorithm singly, and is worth considering the accuracy and effectiveness of tracking force output; and a simpler two-degree-of-freedom suspension system is adopted.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides an electromagnetic suspension system based on a wheel-side driving electric vehicle and a control method thereof, and LQG outer ring control and PI inner ring control are coordinated to ensure more accurate control of the actuating force of the suspension, so that better driving smoothness and safety of the vehicle are achieved.
The technical scheme of the invention is as follows: an electromagnetic suspension system based on a wheel-side driven electric vehicle comprises a sprung mass, an elastic element, a shock absorber, a linear motor, a hub motor, an unsprung mass, an acceleration signal sensor, a displacement sensor A, a displacement sensor B and an ECU;
two ends of the elastic element are fixedly connected to the sprung mass and the hub motor respectively, two ends of the shock absorber are fixedly connected between the sprung mass and the hub motor respectively, and the other end of the hub motor is connected with the unsprung mass through a bearing; the linear motor is sleeved in the elastic element, the acceleration signal sensor is installed on the sprung mass, the displacement sensor A is installed on the sprung mass, and the displacement sensor B is installed on the unsprung mass;
the ECU is respectively and electrically connected with an acceleration signal sensor, a displacement sensor A and a displacement sensor B, the ECU acquires an acceleration signal of the sprung mass through the acceleration signal sensor, acquires a displacement signal of the sprung mass through the displacement sensor A, acquires a displacement signal of the unsprung mass through the displacement sensor B, analyzes and processes the displacement signals to obtain real-time suspension dynamic parameters of the vehicle, and controls the linear motor to output as power by adopting an LQG algorithm based on the suspension dynamic parameters.
In the scheme, the method comprises three working modes, namely a comfort mode, a safety mode and a comprehensive mode; the comfort mode takes the riding comfort as a control target, the safety mode takes the tire grounding performance as a control target, the comprehensive mode takes the riding comfort and the tire grounding performance into consideration, and the LQG algorithm is adopted for controlling the linear motor to output the actuating power for the three modes;
an ECU of the vehicle acquires an acceleration signal of the sprung mass through an acceleration signal sensor, acquires a displacement signal of the sprung mass through a displacement sensor A, acquires a displacement signal of the unsprung mass through a displacement sensor B, analyzes and processes the displacement signal to obtain real-time suspension dynamic parameters of the vehicle, and selects an entering working mode according to the result of the suspension dynamic parameters.
In the scheme, when the acceleration of the vehicle body exceeds 2m/s2When the motor is in a comfortable mode, the linear motor works;
when the dynamic load of the tire exceeds 2KN, the linear motor works in a safety mode;
and when the conditions are not met, the linear motor works in a comprehensive mode.
The scheme comprises system outer loop control and system inner loop control, wherein the system inner loop control uses a PI control algorithm, and the system outer loop control adopts an LQG control algorithm;
the system generates target control force through LQG control, the target control force is input into a control inner ring, the control inner ring performs PI control and inputs a suspension model, the suspension model takes real-time suspension dynamic parameters as control inner ring output and feeds back the real-time suspension dynamic parameters to a control outer ring LQG control, the output of a linear motor is controlled in real time to serve as power, and suspension vibration is restrained.
In the above scheme, the LQG control algorithm specifically includes:
1) establishing an electromagnetic suspension model vibration differential equation of the wheel hub motor:
wherein Z issFor vertical displacement of sprung mass, ZvFor vertical displacement of the in-wheel motor, ZtIs unsprung mass vertical displacement, q is road surface vertical displacement, KsFor rigidity of the elastic element, KvIs the equivalent stiffness, k, of the in-wheel motortIs equivalent stiffness of the tire, C is damping coefficient of the shock absorber, FaFor linear motor as power, FvIs the vertical force of the motor, msIs m isvIs m istIs as follows; m issIs sprung mass, mvIs the mass m of the hub motortIs the unsprung mass;
and expressed in matrix form, as follows:
wherein,
where W is the Gaussian white noise input matrix and U is the control input matrix, i.e., W ═ W]，U＝[Fa]，Y＝[FV]；G0Is coefficient of road surface unevenness, U0As the forward speed of the vehicle, f0Is the down-cut frequency, w is white gaussian noise with an average value of zero;
2) determining LQG control indexes such as vertical acceleration of a vehicle body, dynamic stroke of a suspension and dynamic displacement of wheels, and determining an objective function as follows:
wherein q is1Weighting coefficients for the dynamic displacement of the tyre, q2As weighting factors for the dynamic travel of the suspension, q3The weighting coefficient of the acceleration of the vehicle body, T is a time period;
3) the objective function is rewritten to the standard quadratic form:
wherein:
4) according to the Riccati equation
AK+KAT+Q-KBR-1BTK+FWFT＝0
Calculating a gain matrix K ═ (K)1 k2 k3 k4 k5)；
5) According to the gain matrix K and the state variable X, the optimal control force output by the linear motor can be obtained:
in the scheme, proper weighting coefficients are selected according to different modes;
when in comfort mode, then q1＝5.62，q2＝3283，q3＝21638；
When in the security mode, then q1＝1.03，q2＝50200，q3＝845000；
When in the synthetic mode, then q1＝0.88，q2＝3000，q3＝38000。
In the above scheme, according to the analysis of the inner loop characteristics in the PI algorithm, the parameters of the selected PI controller are: the proportional parameter P is 1.55 and the integral parameter I is 0.7.
Compared with the prior art, the invention has the beneficial effects that:
1. the suspension disclosed by the invention adopts a three-degree-of-freedom suspension model with a wheel hub motor mass system, the model structure is proposed for the first time, the structure is novel, the suspension is suitable for an electric vehicle driven by a wheel rim, the requirements of sustainable development are met, and the suspension has great significance in environmental protection.
2. Different working modes are adopted according to different working conditions of vehicle running, wherein the comfort mode takes the riding comfort as a control target, the safety mode takes the tire grounding performance as a control target, and the comprehensive mode gives consideration to the performances of the riding comfort and the tire grounding performance.
3. The invention adopts inner loop PI control and outer loop LQG control to carry out coordination control, and controls the output of the linear motor as power in real time through a feedback mechanism to inhibit the vibration of the suspension.
4. An improved LQG control algorithm matched with the novel electromagnetic suspension model is provided, the optimal control force output by the linear motor is obtained, and the running smoothness and safety of the vehicle are further improved.
Drawings
FIG. 1 is a block diagram of an electromagnetic suspension based on wheel-side drive according to the present invention;
FIG. 2 is a schematic diagram of a dual loop force tracking system of the present invention.
1-sprung mass; 2-a resilient element; 3-a shock absorber; 4-a linear motor; 5-a hub motor; 6-unsprung mass; 7-an acceleration signal sensor; 8-displacement sensor a; 9-displacement sensor B.
Detailed Description
The present invention will be described in further detail with reference to the following drawings and detailed description, but the scope of the present invention is not limited thereto.
Fig. 1 is a structural diagram of an electromagnetic suspension of a wheel-side-drive-based electric vehicle according to the present invention, and an electromagnetic suspension system of the wheel-side-drive-based electric vehicle includes a sprung mass (1), an elastic element (2), a damper (3), a linear motor (4), a hub motor (5), an unsprung mass (6), an acceleration signal sensor (7), a displacement sensor a (8), a displacement sensor B (9), and an ECU. Two ends of the elastic element (2) are fixedly connected to the sprung mass (1) and the hub motor (5) respectively, two ends of the shock absorber (3) are fixedly connected between the sprung mass (1) and the hub motor (5) respectively, and the other end of the hub motor (5) is connected with the unsprung mass (6) through a bearing; the linear motor (4) is sleeved in the elastic element (2), the acceleration signal sensor (7) is installed on the sprung mass (1), the displacement sensor A (8) is installed on the sprung mass (1), and the displacement sensor B (9) is installed on the unsprung mass (6); each sensor transmits a signal over the can bus.
The ECU is respectively and electrically connected with an acceleration signal sensor (7), a displacement sensor A (8) and a displacement sensor B (9), the ECU acquires an acceleration signal of the sprung mass (1) through the acceleration signal sensor (7), acquires a displacement signal of the sprung mass (1) through the displacement sensor A (8), acquires a displacement signal of the unsprung mass (6) and a tire dynamic load signal through the displacement sensor B (9), analyzes and processes the signals to obtain real-time suspension dynamic parameters of a vehicle, and controls the linear motor (4) to output as power by adopting an LQG algorithm based on the suspension dynamic parameters.
The formula of the dynamic load of the tire is as follows: fd＝(Zt-q)*kt
The invention also provides a control method of the electromagnetic suspension system based on the wheel-side driving electric vehicle, which comprises three working modes, namely a comfort mode, a safety mode and a comprehensive mode.
Because contradiction exists between the riding comfort of the automobile and the tire grounding performance, the riding comfort is improved, the operation stability is sacrificed, and vice versa, the invention respectively sets three working modes, wherein the comfort mode takes the riding comfort as a control target, the safety mode takes the tire grounding performance as a control target, the comprehensive mode gives consideration to the two modes, and the LQG control strategy is adopted for the three modes and corresponding weighting coefficients are formulated according to different modes to realize the improvement of the vehicle dynamic performance under different modes.
An ECU of the vehicle acquires an acceleration signal of the sprung mass 1 through an acceleration signal sensor 7, acquires a displacement signal of the sprung mass 1 through a displacement sensor A8, acquires a displacement signal of the unsprung mass 6 through a displacement sensor B9, analyzes and processes the signals to obtain real-time suspension dynamic parameters of the vehicle, and selects an entering working mode according to the results of the suspension dynamic parameters (tire dynamic displacement, suspension dynamic stroke and vehicle body acceleration).
a. When the acceleration of the car body exceeds 2m/s2At this time, according to the sensory degree of the human body, the rider can feel large vibration, and the linear motor is enabled to work in a comfort mode at this time.
b. When the dynamic load of the tire exceeds 2KN, the radial runout of the tire of the vehicle is large at the moment, the stable running of the vehicle is influenced, and the linear motor works in a safety mode at the moment.
c. When the conditions are not met, the linear motor works in a comprehensive mode, the performances of the linear motor and the linear motor are considered, and the stable running of the automobile is guaranteed.
FIG. 2 is a schematic diagram of a dual-loop force tracking system of the present invention, wherein the inner loop control of the control system uses a PI control algorithm, the outer loop control uses an LQG control algorithm, the LQG control generates a target control force and inputs the target control force into the control inner loop, the control inner loop performs PI control and inputs the target control force into a suspension model, and the suspension model outputs real-time suspension dynamic parameters as the control inner loop and feeds back the real-time suspension dynamic parameters to the control outer loop for LQG control.
The PI algorithm adopted by the inner loop control is as follows:
according to the analysis of the inner loop characteristics, the selected PI controller parameters are as follows: the proportional parameter P is 1.55, the integral parameter I is 0.7, and through system simulation, the parameter can enable the model system actuating force to better track the target control force, reduce the system error and ensure the accuracy of the output actuating force.
The LQG algorithm used for the outer loop control is specifically as follows:
the dynamic differential equation of the electromagnetic suspension system with the hub motor is as follows:
wherein Z issFor vertical displacement of sprung mass, ZvFor vertical displacement of the in-wheel motor, ZtFor vertical displacement of unsprung mass (i.e. tyre), KsFor rigidity of the elastic element, KvIs the equivalent stiffness, k, of the in-wheel motortIs equivalent stiffness of the tire, C is damping coefficient of the shock absorber, FaFor linear motor as power, FvIs the vertical force of the motor, msIs m isvIs m istIs as follows; m issIs sprung mass, mvIs the mass m of the hub motortIs the unsprung mass;
the road surface input model adopts a filtering white noise conforming to Gaussian (normal) distribution, namely:
wherein G is0Is coefficient of road surface unevenness, U0As the vehicle speed, w is white Gaussian noise, f0Is the cut-off frequency.
To facilitate the use of the LQG algorithm, the differential equation is written in matrix form, i.e. as follows:
wherein,
where W is the Gaussian white noise input matrix and U is the control input matrix, i.e., W ═ W]，U＝[Fa]，Y=[FV]；G0Is coefficient of road surface unevenness, U0As the forward speed of the vehicle, f0Is the down-cut frequency, w is white gaussian noise with an average value of zero;
in the electromagnetic suspension system, the LQG controller objective function J is an integrated value of a weighted square sum of tire dynamic displacement, suspension dynamic stroke and vehicle body acceleration, that is:
wherein q is1Weighting coefficients for the dynamic displacement of the tyre, q2As weighting factors for the dynamic travel of the suspension, q3T is a time period, which is a weighting coefficient of the acceleration of the vehicle body. Different weights for different targets are adopted according to different driving states of the vehicleThe performance of a certain aspect of the vehicle is improved in a targeted manner.
The weighting coefficients chosen for the different modes are preferably as follows:
the objective function of the above formula is rewritten as a standard quadratic form:
wherein:
and (3) solving the gain matrix K by utilizing a Riccati equation, wherein the Riccati equation is in the form as follows:
AK+KAT+Q-KBR-1BTK+FWFT＝0
according to the gain matrix K and the state variable X, the optimal control force output by the linear motor can be obtained:
according to the invention, the inner ring and the outer ring are coordinately controlled, the PI control algorithm is used for inner ring control, the LQG control algorithm is used for outer ring control, and compared with the single-ring control adopted by most researchers before, the force tracking control mode based on the LQG and PI control can better track the real-time motion state of the suspension by using a feedback mechanism, and more effectively output target tracking force to improve the vibration of the vehicle body. Meanwhile, the three-degree-of-freedom electromagnetic suspension model based on the wheel-side driven electric vehicle is established, the model structure is more complex, more consideration factors are provided, and the three-degree-of-freedom electromagnetic suspension model can be applied to modern electric vehicles and meets the aims of energy conservation and emission reduction.
It should be understood that although the present description has been described in terms of various embodiments, not every embodiment includes only a single embodiment, and such description is for clarity purposes only, and those skilled in the art will recognize that the embodiments described herein may be combined as suitable to form other embodiments, as will be appreciated by those skilled in the art.
The above-listed detailed description is only a specific description of a possible embodiment of the present invention, and they are not intended to limit the scope of the present invention, and equivalent embodiments or modifications made without departing from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (5)
1. The control method of the electromagnetic suspension system of the wheel-side-driven electric vehicle is characterized in that the electromagnetic suspension system of the wheel-side-driven electric vehicle comprises a sprung mass (1), an elastic element (2), a shock absorber (3), a linear motor (4), a hub motor (5), an unsprung mass (6), an acceleration signal sensor (7), a displacement sensor A (8), a displacement sensor B (9) and an ECU (electronic control unit);
two ends of the elastic element (2) are fixedly connected to the sprung mass (1) and the hub motor (5) respectively, two ends of the shock absorber (3) are fixedly connected between the sprung mass (1) and the hub motor (5) respectively, and the other end of the hub motor (5) is connected with the unsprung mass (6) through a bearing; the linear motor (4) is sleeved in the elastic element (2), the acceleration signal sensor (7) is installed on the sprung mass (1), the displacement sensor A (8) is installed on the sprung mass (1), and the displacement sensor B (9) is installed on the unsprung mass (6);
the ECU is respectively and electrically connected with an acceleration signal sensor (7), a displacement sensor A (8) and a displacement sensor B (9), the ECU acquires an acceleration signal of the sprung mass (1) through the acceleration signal sensor (7), acquires a displacement signal of the sprung mass (1) through the displacement sensor A (8), acquires a displacement signal of the unsprung mass (6) through the displacement sensor B (9), analyzes and processes the displacement signals to obtain real-time suspension dynamic parameters of a vehicle, and controls the linear motor (4) to output as power by adopting an LQG algorithm on the basis of the suspension dynamic parameters;
the method comprises three working modes, namely a comfort mode, a safety mode and a comprehensive mode; the comfort mode takes the riding comfort as a control target, the safety mode takes the tire grounding performance as a control target, the comprehensive mode gives consideration to the riding comfort and the tire grounding performance, and the linear motor (4) is controlled to output as power by adopting an LQG algorithm in the three modes;
the LQG control algorithm specifically comprises the following steps:
1) establishing an electromagnetic suspension model vibration differential equation of the wheel hub motor:
wherein Z issFor vertical displacement of sprung mass, ZvFor vertical displacement of the in-wheel motor, ZtIs the vertical displacement of unsprung massQ is the vertical displacement of the road surface, KsFor rigidity of the elastic element, KvIs the equivalent stiffness, k, of the in-wheel motortIs equivalent stiffness of the tire, C is damping coefficient of the shock absorber, FaFor linear motor as power, FvIs the vertical force of the motor, msIs sprung mass, mvIs the mass m of the hub motortIs the unsprung mass;
and expressed in matrix form, as follows:
wherein,
where W is the Gaussian white noise input matrix and U is the control input matrix, i.e., W ═ W]，U＝[Fa]，Y＝[FV]；G0Is coefficient of road surface unevenness, U0As the forward speed of the vehicle, f0Is the down-cut frequency, w is white gaussian noise with an average value of zero;
2) determining LQG control indexes such as vertical acceleration of a vehicle body, dynamic stroke of a suspension and dynamic displacement of wheels, and determining an objective function as follows:
wherein q is1Weighting coefficients for the dynamic displacement of the tyre, q2As weighting factors for the dynamic travel of the suspension, q3The weighting coefficient of the acceleration of the vehicle body, T is a time period;
3) the objective function is rewritten to the standard quadratic form:
wherein:
4) according to the Riccati equation
AK+KAT+Q-KBR-1BTK+FWFT＝0
Calculating a gain matrix K ═ (K)1k2k3k4k5)；
5) According to the gain matrix K and the state variable X, the optimal control force output by the linear motor can be obtained:
an ECU of the vehicle acquires an acceleration signal of the sprung mass (1) through an acceleration signal sensor (7), acquires a displacement signal of the sprung mass (1) through a displacement sensor A (8), acquires a displacement signal of the unsprung mass (6) through a displacement sensor B (9), analyzes and processes the signals to obtain real-time suspension dynamic parameters of the vehicle, and selects an entering working mode according to the results of the suspension dynamic parameters.
2. The control method of an electromagnetic suspension system for a wheel-side drive-based electric vehicle according to claim 1,
when the acceleration of the car body exceeds 2m/s2When the device is used, the linear motor (4) works in a comfort mode;
when the dynamic load of the tire exceeds 2KN, the linear motor (4) works in a safety mode;
when the above condition is not satisfied, the linear motor (4) is operated in a comprehensive mode.
3. The control method of the electromagnetic suspension system of the wheel-side-drive-based electric vehicle according to claim 1 or 2, characterized by comprising a system outer loop control and a system inner loop control, wherein the system inner loop control uses a PI control algorithm, and the system outer loop control adopts an LQG control algorithm;
the system generates target control force through an LQG control algorithm, the target control force is input into a control inner ring, the control inner ring performs PI control and inputs a suspension model, the suspension model outputs real-time suspension dynamic parameters as the control inner ring and feeds back the real-time suspension dynamic parameters to a control outer ring LQG control, the output of a linear motor (4) is controlled in real time to serve as power, and suspension vibration is restrained.
4. The control method of an electromagnetic suspension system for a wheel-side drive-based electric vehicle according to claim 1,
selecting proper weighting coefficients according to different modes;
when in comfort mode, then q1＝5.62，q2＝3283，q3＝21638；
When in the security mode, then q1＝1.03，q2＝50200，q3＝845000；
When in the synthetic mode, then q1＝0.88，q2＝3000，q3＝38000。
5. The method for controlling an electromagnetic suspension system of a wheel-side driven electric vehicle according to claim 3, wherein the PI algorithm selects the PI controller parameters according to the analysis of the inner ring characteristics as follows: the proportional parameter P is 1.55 and the integral parameter I is 0.7.
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| CN107891723B (en) * | 2017-11-29 | 2023-06-30 | 辽宁工业大学 | Sliding mode control method and device for automobile electric control air suspension |
| JP2020011597A (en) * | 2018-07-18 | 2020-01-23 | 本田技研工業株式会社 | Vehicle suspension system |
| CN110329030B (en) * | 2019-05-10 | 2021-03-30 | 爱驰汽车有限公司 | Active suspension control method, system, device and storage medium |
| CN111137093B (en) * | 2020-01-08 | 2021-06-29 | 北京理工大学 | Control method and system for distributed driving vehicle suspension wheel hub motor system |
| CN112677728B (en) * | 2020-12-25 | 2022-09-06 | 北京理工大学 | Coupling vibration reduction method and device, vibration reduction system and maneuvering platform |
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| CN104487269A (en) * | 2012-10-23 | 2015-04-01 | 丰田自动车株式会社 | Suspension control system and method of controlling suspension device |
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