CN116339210A - Multi-actuator cooperative driving leveling control method based on dynamic reference error - Google Patents
Multi-actuator cooperative driving leveling control method based on dynamic reference error Download PDFInfo
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Abstract
The invention discloses a multi-actuator collaborative driving leveling control method based on dynamic reference errors, which belongs to the technical field of automobile suspension control and comprises the steps of taking the vertical displacement of a suspension node sprung part and a non-sprung part as a system state and establishing an active suspension system model; the dynamic reference and the reference error are guided based on the trend of real-time dynamic adjustment of the dynamic travel design of each actuator, and the problem of controlling the pose of the whole vehicle is converted into the problem of controlling the pure relative position; and a cooperative algorithm is designed aiming at suspension nodes, so that the vertical displacement and the vertical speed of the sprung part are ensured to be respectively consistent, and further, the driving leveling of the special vehicle is realized. The invention makes the system design thought clearer, the control method is simpler to realize, breaks through the technical bottleneck of high dependence on the plumb of the vehicle body, and obtains better control effect.
Description
Technical Field
The invention relates to the technical field of automobile suspension control, in particular to a multi-actuator collaborative driving leveling control method based on dynamic reference errors.
Background
Suspension systems are critical to improving ride and handling stability of automobiles. The active suspension control technology of the general vehicle has been developed for many years and gradually matured, and mainly utilizes the characteristics of equivalent arbitrary rigidity and damping characteristics to improve the driving comfort and the control stability of the vehicle. At present, a supporting leg type parking leveling mode is commonly adopted for vehicle leveling, the method cannot meet the use requirement of special vehicle driving leveling, the special equipment vehicle has great requirement on the capability of leveling the vehicle body posture in driving, for example, a high fire-fighting robot, when the vehicle is used for carrying out motorized lifting water spraying operation along with fire, the chassis is required to be always kept horizontal, and the robot of a high lifting arm support is prevented from tilting. However, the active suspension system is very different from the active suspension system of the general vehicle, which is mainly used for comfort and stability in the driving process, the special vehicle driving leveling is more mainly used for maintaining the vehicle body posture in the driving process, the active suspension system generates active control force through the actuator, any rigidity and damping characteristic can be equivalent in a larger bandwidth range, the expansion and contraction of the actuator are completely controllable, the vehicle body position and the vehicle body posture are completely controllable, and the active suspension system is used as a non-two choice of a special vehicle driving leveling executing mechanism.
The existing active suspension driving leveling method is generally based on a vertical dynamics model of the whole vehicle, and various problems in driving leveling are solved by combining various advanced control theories. Dong Xu et al design a vehicle leveling control method based on a vehicle vertical dynamics model, and design a controller which aims at regulating and controlling the pitch angle, the roll angle and the vertical height of the mass center of the vehicle (absolute vertical displacement of the mass center space of the vehicle), and has the problem of dependence on the vertical height of the mass center of the vehicle.
The main difficulty of driving leveling control is that the control method is complex to realize and the problem of excessive dependence on the plumb height of the mass center of the vehicle body is required to be processed by special vehicles.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a multi-actuator collaborative driving leveling control method based on dynamic reference errors, which aims at a special vehicle suspension system, establishes a suspension node dynamics model, builds a trend guiding dynamic reference and reference errors based on suspension dynamic travel, designs a multi-actuator collaborative special vehicle driving leveling method based on the dynamic reference errors, comprehensively balances leveling difficulty and precision, and realizes driving leveling of special vehicles.
In order to solve the technical problems, the invention adopts the following technical scheme:
a multi-actuator collaborative driving leveling control method based on dynamic reference errors uses the vertical displacement of a sprung part and a non-sprung part of a suspension node as a system state to establish an active suspension system model; the dynamic reference and the reference error are guided based on the trend of real-time dynamic adjustment of the dynamic travel design of each actuator, and the problem of controlling the pose of the whole vehicle is converted into the problem of controlling the pure relative position; a cooperative algorithm is designed aiming at suspension nodes, so that the vertical displacement and the vertical speed of the sprung part are ensured to be respectively consistent, and further, the driving leveling of the special vehicle is realized; the method comprises the following steps:
and step 3, designing a multi-actuator collaborative driving leveling method based on dynamic reference errors.
The technical scheme of the invention is further improved as follows: the step 1 specifically comprises the following steps:
1.3, decomposing a vertical model of the whole vehicle into multi-agent suspension nodes with mutual coupling characteristics, wherein the multi-agent suspension nodes are driven by actuators;
1.4, converting the pose mixing control problem based on the statically indeterminate vehicle vertical dynamics model into a simple displacement control problem based on a full-drive suspension node dynamics model;
modeling of suspension node dynamics model:
wherein, subscript i=1, 2,3,4 represents four suspension nodes of front left, rear left, front right and rear right in order; for suspension nodes i, z s,i Representing the vertical displacement, z, of the sprung portion t,i Representing a non-springVertical displacement, z of the carrier part r,i Representing the vertical amplitude of the road surface excitation; m is m s,i Representing equivalent sprung mass, m t,i Representing an equivalent unsprung mass; g s,i ＝-m s,i G represents the equivalent spring weight, G t,i ＝-m t,i g represents equivalent unsprung gravity, g is gravitational acceleration; f (F) c,i Indicating the control force required to be provided by the actuator;
representing the equivalent damping force of the actuator, c s Representing the equivalent damping coefficient of the actuator; />
k t (z r,i -z t,i ) And->
Respectively represent the equivalent elastic force and damping force, k of the tire t And c t Respectively representing the equivalent rigidity and the equivalent damping coefficient of the tire; f (F) cp,i Representing the coupling force between the nodes.
The technical scheme of the invention is further improved as follows: the step 2 specifically comprises the following steps:
2.1, constructing a balance neutral position of each actuator relative to the vehicle when stationary;
2.2, calculating a difference value between the motion state of the sprung part of the suspension node and a dynamic reference;
building a dynamic reference:
wherein, the upper corner mark m represents the derivative order, m=0, 1; n is n l Representing the number of suspension nodes compressed by the actuator, n k Representing the number of nodes of an actuator expansion suspension, Ω l Representing a set of all actuator compression suspension nodes Ω k Representing the aggregate of all actuator extension suspension nodes,
a constant representing the median offset in the predetermined stroke;
n when all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0; where n represents the total number of suspension nodes, n=n l +n k The method comprises the steps of carrying out a first treatment on the surface of the At this time, the dynamic reference is calculated by the formula (3):
building a dynamic reference error:
the difference between the state of motion of the sprung portion of suspension node i and the dynamic reference, i.e. z s,i -z s,0 And
substituting the formula (2) into the formula and utilizing
Variable substitution is performed so that the result is calculated by the formula (4) as shown in (5):
in the method, in the process of the invention,
representation->
Relative average difference from the sprung state of all actuators in the compressed state of the suspension node; />
Representation->
Relative average difference from the sprung state of all actuators in the extended state of the suspension node; />
Representing the average value of the dynamic strokes or the change rates of all actuators;
n when all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0; at this time, the need for a difference between the vertical state of the sprung portion of the suspension node i and the dynamic reference state is calculated by equation (6):
in the formula (5) and the formula (6)
And->
Obtained by geometric relationships (7) and (8);
and 2.3, importing the overall movement trend data of the actuator into a dynamic reference error formula to obtain a result.
The technical scheme of the invention is further improved as follows: the step 3 specifically comprises the following steps:
3.1, acquiring reference state information of all suspension nodes;
3.2, designing a multi-actuator cooperative algorithm aiming at suspension nodes;
considering the condition that all suspension nodes can acquire reference state information and each node is communicated with each other, aiming at suspension node i, a multi-actuator cooperative algorithm is designed:
wherein, through-F cp,i Decoupling by-F s,i -G s,i Performing feedback linearization to make the system equivalent to a double-integral power standard model, wherein the rest is a consistency protocol for the double-integral standard power system; z s,i -z s,0 And
representing the position and velocity difference, z, between the sprung portion of suspension node i and the dynamic reference, respectively s,i -z s,j And->
Representing the position and speed difference between the sprung portion of suspension node i and its communication node, respectively; gamma represents weight distribution of position deviation and speed deviation in the algorithm, and 0 < gamma < 1 is selected; a, a 0 Reflecting the weight occupied by the error between the state of the i node and the dynamic reference in the algorithm, and selecting a 0 Each node can acquire reference information more than 0; a, a i,j Reflecting the weight occupied by the relative state error among nodes in the algorithm, and selecting a in view of the structural symmetry of the vehicle and the perfect bus information interaction mechanism i,j The normal number is equal, and the undirected communication topology of every two communication among all suspension nodes is ensured;
and 3.3, ensuring that the vertical displacement and the vertical speed of the sprung parts of all suspension nodes respectively tend to be consistent, and further realizing the driving leveling control of the whole vehicle.
By adopting the technical scheme, the invention has the following technical progress:
1. according to the invention, the problem of pose mixed control based on the hyperstatic vehicle vertical dynamics model is converted into the problem of simple displacement control based on the full-drive suspension node dynamics model by establishing the suspension node model, so that the problem that the vehicle model considers a plurality of influence factors is solved.
2. The invention solves the problem of dependence of the existing leveling method on the plumb height of the mass center of the vehicle body by constructing the trend-guided dynamic reference and the reference error based on the dynamic travel of the suspension.
3. The driving leveling method for the multi-actuator cooperative special vehicle based on the dynamic reference error improves the driving leveling precision of the special vehicle by 1 to 2 orders of magnitude.
4. The invention makes the system design thought clearer, the control method is simpler to realize, breaks through the technical bottleneck of high dependence on the plumb of the vehicle body, and obtains better control effect.
Drawings
For a clearer description of embodiments of the invention or of the solutions of the prior art, the drawings that are used in the description of the embodiments or of the prior art will be briefly described, it being obvious that the drawings in the description below are some embodiments of the invention, and that other drawings can be obtained according to these drawings without inventive faculty for a person skilled in the art;
FIG. 1 is a seven-degree-of-freedom whole vehicle model in an embodiment of the invention;
FIG. 2 is a schematic illustration of random road surface excitation;
FIG. 3 is a graph of pitch angle and roll angle variation compared with half-car and whole-car algorithms for a 10km/h embodiment of the invention;
FIG. 4 is a graph of variation of plumb height of suspension nodes compared with a half-car and whole-car algorithm under the condition of 10km/h in the embodiment of the invention;
FIG. 5 is a graph of variation in suspension node plumb speed compared with half and full vehicle algorithms for an embodiment of the invention at 10 km/h;
FIG. 6 is a graph of actuator travel variation versus half-car and full-car algorithms for a 10km/h embodiment of the present invention;
FIG. 7 is a graph showing control force variation of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel at 10km/h according to an embodiment of the present invention;
FIG. 8 is a root mean square statistical graph of pitch angle and roll angle for a 30km/h comparison with half and full vehicle algorithms in an embodiment of the present invention.
Detailed Description
It is noted that the terms "comprises" and "comprising," and any variations thereof, in the description and claims of the present invention and in the foregoing figures, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed or inherent to such process, method, article, or apparatus.
As shown in fig. 1, the present invention is implemented using a seven-degree-of-freedom whole car model, and the following describes the embodiment of the present invention in detail with reference to the accompanying drawings, but the present invention can be implemented in a variety of different ways defined and covered by the claims.
A multi-actuator collaborative driving leveling control method based on dynamic reference errors uses the vertical displacement of a sprung part and a non-sprung part of a suspension node as a system state to establish an active suspension system model; the dynamic reference and the reference error are guided based on the trend of real-time dynamic adjustment of the dynamic travel design of each actuator, and the problem of controlling the pose of the whole vehicle is converted into the problem of controlling the pure relative position; a cooperative algorithm is designed aiming at suspension nodes, so that the vertical displacement and the vertical speed of the sprung part are ensured to be respectively consistent, and further, the driving leveling of the special vehicle is realized; the method specifically comprises the following steps:
step 1: modeling a suspension node dynamics model; the method comprises the following steps of:
1.1, decomposing a vertical model of the whole vehicle into multi-agent suspension nodes with mutual coupling characteristics, wherein the multi-agent suspension nodes are driven by actuators;
1.2, converting the pose mixing control problem based on a statically indeterminate vehicle vertical dynamics model into a simple displacement control problem based on a full-drive suspension node dynamics model;
modeling of suspension node dynamics model:
wherein, subscript i=1, 2,3,4 represents four suspension nodes of front left, rear left, front right and rear right in order; for suspension nodes i, z s,i Representing the vertical displacement, z, of the sprung portion t,i Representing the vertical displacement, z, of the unsprung portion r,i Representing the vertical amplitude of the road surface excitation; m is m s,i Representing equivalent sprung mass, m t,i Representing an equivalent unsprung mass; g s,i ＝-m s,i G represents the equivalent spring weight, G t,i ＝-m t,i g represents equivalent unsprung gravity, g is gravitational acceleration; f (F) c,i Indicating the control force required to be provided by the actuator;
representing the equivalent damping force of the actuator, c s Representing the equivalent damping coefficient of the actuator; />
k t (z r,i -z t,i ) And->
Respectively represent the equivalent elastic force and damping force, k of the tire t And c t Respectively representing the equivalent rigidity and the equivalent damping coefficient of the tire; f (F) cp,i Representing the coupling force between the nodes.
Step 2: constructing a dynamic reference and a reference error based on trend guiding of suspension dynamic travel; the method comprises the following steps:
2.1, constructing a balance neutral position of each actuator relative to the vehicle when stationary;
2.2, calculating a difference value between the motion state of the sprung part of the suspension node and a dynamic reference;
building a dynamic reference:
wherein, the upper corner mark m represents the derivative order, m=0, 1; n is n l Representing the number of suspension nodes compressed by the actuator, n k Representing the number of nodes of an actuator expansion suspension, Ω l Representing a set of all actuator compression suspension nodes Ω k Representing a set of all actuator extension suspension nodes;
is a constant and represents the amount of displacement in the preset stroke.
In particular, n is the number of times that all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0. Where n represents the total number of suspension nodes, n=n l +n k . At this time, the dynamic reference is calculated by the formula (3).
Building a dynamic reference error:
the difference between the state of motion of the sprung portion of suspension node i and the dynamic reference, i.e. z s,i -z s,0 And
substituting the formula (2) into the formula (4) and utilizing
Variable substitution is performed so that the result can be calculated by the formula (4), as shown in (5):
in the method, in the process of the invention,
representation->
Relative average difference from the sprung state of all actuators in the compressed state of the suspension node; />
Representation->
Relative average difference from the sprung state of all actuators in the extended state of the suspension node; />
Representing the average of all actuators' dynamic strokes or their rates of change.
In particular, n is the number of times that all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0. At this time, the need for a difference between the vertical state of the sprung portion of the suspension node i and the dynamic reference state is calculated by equation (6).
In the formulae (5) and (6)
And->
Can be obtained by geometric relationships (7) and (8); />
May be calculated from actuator travel sensor measurements.
And 2.3, importing the overall movement trend data of the actuator into a dynamic reference error formula to obtain a result.
3.1, acquiring reference state information of all suspension nodes;
3.2, designing a multi-actuator cooperative algorithm aiming at suspension nodes;
considering the condition that all suspension nodes can acquire reference state information and each node is communicated with each other, aiming at suspension node i, a multi-actuator cooperative algorithm is designed:
wherein, through-F cp,i Decoupling by-F s,i -G s,i Performing feedback linearization to make the system equivalent to a double-integral power standard model, wherein the rest is a consistency protocol for the double-integral standard power system;z s,i -z s,0 and
representing the position and velocity difference, z, between the sprung portion of suspension node i and the dynamic reference, respectively s,i -z s,j And->
Representing the position and speed difference between the sprung portion of suspension node i and its communication node, respectively; gamma represents weight distribution of position deviation and speed deviation in the algorithm, and 0 < gamma < 1 is selected; a, a 0 Reflecting the weight occupied by the error between the state of the i node and the dynamic reference in the algorithm, and selecting a 0 Each node can acquire reference information more than 0; a, a i,j Reflecting the weight occupied by the relative state error among nodes in the algorithm, and selecting a in view of the structural symmetry of the vehicle and the perfect bus information interaction mechanism i,j And as the equal normal number, the undirected communication topology of two-to-two communication among all suspension nodes is ensured.
And 3.2, ensuring that the vertical displacement and the vertical speed of the sprung parts of all suspension nodes respectively tend to be consistent, and further realizing the driving leveling control of the whole vehicle.
In the embodiment, the control effect of the proposed multi-actuator cooperative algorithm (9) is compared with the passive suspension condition and the whole vehicle type driving leveling algorithm through joint simulation verification under the condition of Carsim and Matlab\Simulink. The parameter in algorithm (9) is set to a 0 ＝100,a i,j =100, γ=0.2. In the combined simulation, the automobile model D-Class and SUV:4WD,Ext,Rr.Twin Clutch Ctrl of the automobile system simulation software Carsim sample are directly selected, and main parameters of the whole automobile are as follows: quality 1430kg, wheelbase 2660mm, axle length 1565mm. Suspension parameters: the spring rate of the passive suspension is 130N/mm, the damping coefficient is 6N/(mm/s), and the designed travel range is +/-100 mm; the active suspension adopts an actuator to directly replace a passive spring, the passive damping is reserved, the damping coefficient is 6N/(mm/s), and the designed travel range is +/-100 mm. The simulation scenario is set as follows: the vehicle was driven over the rough road surface at medium and low speeds of 10km/h, 20km/h, and 30km/h, respectively, as shown in FIG. 2. I.e. the front and rear wheels on the left side pass through in turn in the processWith a height of 80mm, the right wheel passes through pits with a depth of 80mm in sequence. The simulation results for the case of 10km/h are shown in FIGS. 3-5. Fig. 3 shows that the algorithm herein better achieves the objective of vehicle ride leveling, with pitch and roll angles of the vehicle significantly smaller, relative to the whole vehicle type leveling algorithm. The main reason is that under the action of the multi-actuator cooperative algorithm proposed herein, the displacement and the speed of the sprung portion between each suspension node show obvious consistent characteristics, while each node of the whole vehicle type algorithm shows an unordered state, as shown in fig. 4 and 5. The dynamic travel is shown in fig. 6, and under the action of the multi-actuator cooperative algorithm provided by the invention, each actuator shows obvious cooperative characteristics. FIG. 7 shows output control force curves for two active suspension algorithms, in one aspect, the control force is in a reasonable range of 2000N to 5000N, and the actuator is sufficient to provide the desired control force; on the other hand, the control force changes smoothly, no high-frequency mutation occurs, and the actuator is enough to respond in time.
The simulation results for the 20km/h and 30km/h cases are substantially similar to those for the 10km/h case, and specific simulation result graphs are not listed for the sake of space. Statistics of the root mean square of the attitude angles of 3 cases is carried out, as shown in fig. 8, and it can be seen that the cooperative algorithm (9) shows better leveling characteristics in various cases, and the control accuracy is improved by 1 to 2 orders of magnitude. Therefore, the cooperative algorithm is more suitable for special working conditions of special vehicles for pursuing high-precision driving leveling.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (4)
1. A multi-actuator collaborative driving leveling control method based on dynamic reference errors is characterized in that: taking the vertical displacement of the sprung part and the unsprung part of the suspension node as a system state, and establishing an active suspension system model; the dynamic reference and the reference error are guided based on the trend of real-time dynamic adjustment of the dynamic travel design of each actuator, and the problem of controlling the pose of the whole vehicle is converted into the problem of controlling the pure relative position; a cooperative algorithm is designed aiming at suspension nodes, so that the vertical displacement and the vertical speed of the sprung part are ensured to be respectively consistent, and further, the driving leveling of the special vehicle is realized; the method comprises the following steps:
step 1, modeling a suspension node dynamics model;
step 2, constructing a dynamic reference and a reference error based on trend guiding of the dynamic travel of the suspension;
and step 3, designing a multi-actuator collaborative driving leveling method based on dynamic reference errors.
2. The multi-actuator collaborative driving leveling control method based on dynamic reference errors according to claim 1, which is characterized in that: the step 1 specifically comprises the following steps:
1.1, decomposing a vertical model of the whole vehicle into multi-agent suspension nodes with mutual coupling characteristics, wherein the multi-agent suspension nodes are driven by actuators;
1.2, converting the pose mixing control problem based on a statically indeterminate vehicle vertical dynamics model into a simple displacement control problem based on a full-drive suspension node dynamics model;
modeling of suspension node dynamics model:
wherein, subscript i=1, 2,3,4 represents four suspension nodes of front left, rear left, front right and rear right in order; for suspension nodes i, z s,i Representing the vertical displacement, z, of the sprung portion t,i Representing the vertical displacement, z, of the unsprung portion r,i Representing the vertical amplitude of the road surface excitation; m is m s,i Representing equivalent sprung mass, m t,i Representing an equivalent unsprung mass; g s,i ＝-m s,i G represents the equivalent spring weight, G t,i ＝-m t,i g represents equivalent unsprung gravity, g is gravitational acceleration; f (F) c,i Indicating the control force required to be provided by the actuator;
representing the equivalent damping force of the actuator, c s Representing the equivalent damping coefficient of the actuator; />
k t (z r,i -z t,i ) And->
Respectively represent the equivalent elastic force and damping force, k of the tire t And c t Respectively representing the equivalent rigidity and the equivalent damping coefficient of the tire; f (F) cp,i Representing the coupling force between the nodes.
3. The multi-actuator collaborative driving leveling control method based on dynamic reference errors according to claim 1, which is characterized in that: the step 2 specifically comprises the following steps:
2.1, constructing a balance neutral position of each actuator relative to the vehicle when stationary;
2.2, calculating a difference value between the motion state of the sprung part of the suspension node and a dynamic reference;
building a dynamic reference:
wherein, the upper corner mark m represents the derivative order, m=0, 1; n is n l Representing the number of suspension nodes compressed by the actuator, n k Representing the number of nodes of an actuator expansion suspension, Ω l Representing a set of all actuator compression suspension nodes Ω k Representing the aggregate of all actuator extension suspension nodes,
a constant representing the median offset in the predetermined stroke;
n when all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0; where n represents the total number of suspension nodes, n=n l +n k The method comprises the steps of carrying out a first treatment on the surface of the At this time, the dynamic reference is calculated by the formula (3):
building a dynamic reference error:
the difference between the state of motion of the sprung portion of suspension node i and the dynamic reference, i.e. z s,i -z s,0 And
substituting the formula (2) into the formula and utilizing
Variable substitution is performed so that the result is calculated by the formula (4) as shown in (5):
in the method, in the process of the invention,
representation->
Relative average difference from the sprung state of all actuators in the compressed state of the suspension node; />
Representation->
Relative average difference from the sprung state of all actuators in the extended state of the suspension node;
representing the average value of the dynamic strokes or the change rates of all actuators;
n when all actuators are in compression k ＝0，n l =n; n when all actuators are in the extended state k ＝n，n l =0; at this time, the need for a difference between the vertical state of the sprung portion of the suspension node i and the dynamic reference state is calculated by equation (6):
in the formula (5) and the formula (6)
And->
Obtained by geometric relationships (7) and (8); />
Calculating and obtaining the measured value of the actuator travel sensor;
and 2.3, importing the overall movement trend data of the actuator into a dynamic reference error formula to obtain a result.
4. The multi-actuator collaborative driving leveling control method based on dynamic reference errors according to claim 1, which is characterized in that: the step 3 specifically comprises the following steps:
3.1, acquiring reference state information of all suspension nodes;
3.2, designing a multi-actuator cooperative algorithm aiming at suspension nodes;
considering the condition that all suspension nodes can acquire reference state information and each node is communicated with each other, aiming at suspension node i, a multi-actuator cooperative algorithm is designed:
wherein, through-F cp,i Decoupling by-F s,i -G s,i Performing feedback linearization to make the system equivalent to a double-integral power standard model, wherein the rest is a consistency protocol for the double-integral standard power system; z s,i -z s,0 And
representing the position and velocity difference, z, between the sprung portion of suspension node i and the dynamic reference, respectively s,i -z s,j And->
Representing the position and speed difference between the sprung portion of suspension node i and its communication node, respectively; gamma represents weight distribution of position deviation and speed deviation in the algorithm, and 0 < gamma < 1 is selected; a, a 0 Reflecting the state and dynamic basis of the inode in the algorithmThe weight of the inter-quasi error is selected from a 0 Each node can acquire reference information more than 0; a, a i,j Reflecting the weight occupied by the relative state error among nodes in the algorithm, selecting a in view of the structural symmetry of the vehicle and the perfect bus information interaction mechanism i,j The normal number is equal, and the undirected communication topology of every two communication among all suspension nodes is ensured;
and 3.3, ensuring that the vertical displacement and the vertical speed of the sprung parts of all suspension nodes respectively tend to be consistent, and further realizing the driving leveling control of the whole vehicle.
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| 张聪: "多作动器协同的特种车辆行车调平控制方法", 《兵工学报》, vol. 44, no. 1, pages 98 - 106 * |
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