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首页> 外文会议>2004 CIGR International Conference : Collection of Extent Abstracts >A RESEARCH ON MODELING AND CONTROL OFSEMI-ACTIVE SUSPENSION SYSTEM
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A RESEARCH ON MODELING AND CONTROL OFSEMI-ACTIVE SUSPENSION SYSTEM

机译：半主动悬架系统的建模与控制研究

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The damper with an adjustable throttle is designed, and it's external characteristic isanalyzed theoretically. A non-linear damping control model of semi-active suspension is establishedbased on test results of the adjustable damper, and is compared with the linear damping controlmodel from such aspects as damping force, control equation and energy input. The control logicwithin frequency domain is designed according to the theory of frequency domain quick adjusting. Awave filter is used to identify the frequency band of road input, and the damping is controlledaccordingly. Road input is divided into 4 frequency bands, control rules are constructed as following:1) Within low-frequency resonance region (0～2.15Hz), increasing damping could reduce vehiclebody acceleration and dynamic tire force. 2) Within intermediate frequency band (2.15～10.22Hz),reducing damping could significantly control vehicle body acceleration and dynamic tire force. 3)Within high frequency resonance region (10.22～19.28Hz), increasing damping could reduce dynamictire force, but simultaneously increase vehicle body acceleration. 4) Within high frequency band(19.28～+￥ Hz), reducing damping could reduce vehicle body acceleration and dynamic tire force.Computer simulation and test results show that vehicle body acceleration and dynamic tire force areimproved to low-frequency sinusoid input, but become susceptive to chirp input and filtered white-noiseinput. Therefore the matching of ride comfort and handling of vehicle should be determined byappropriate suspension damping control.
机译：设计了节气门可调的风门，它的外部特性是 从理论上进行分析。建立了半主动悬架的非线性阻尼控制模型 根据可调阻尼器的测试结果，并与线性阻尼控制进行比较 从阻尼力，控制方程和能量输入等方面进行建模。控制逻辑 根据频域快速调整理论设计频域内的频域。一种 滤波器用于识别道路输入的频带，并控制阻尼 因此。道路输入分为4个频段，控制规则构造如下： 1）在低频共振区域（0〜2.15Hz）内，增加阻尼会降低车辆 身体加速度和动态轮胎力。 2）在中频频段（2.15〜10.22Hz）内， 降低阻尼可以显着控制车身加速度和动态轮胎力。 3） 在高频共振区域（10.22〜19.28Hz）内，增加阻尼会降低动态范围 轮胎力，但同时会增加车身加速度。 4）在高频段内 （19.28〜+ ￥ Hz），减小阻尼会降低车身加速度和动态轮胎力。 计算机仿真和测试结果表明，车身加速度和动态轮胎力为 改进为低频正弦输入，但对线性调频输入和滤波后的白噪声敏感 输入。因此，行驶舒适性和车辆操纵性的匹配应由以下因素决定： 适当的悬架阻尼控制。

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