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Design of active suspension control based upon use of tubular linear motor and quarter-car model

机译：基于管状直线电机和四分之一车模型的主动悬架控制设计

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摘要

The design, fabrication, and testing of a quarter-car facility coupled with variouscontrol algorithms are presented in this thesis. An experimental linear tubular motor,capable of producing a 52-N force, provides control actuation to the model. Controllersconsisting of two designs were implemented: a classical controller employing lead andlag networks and a state-space feedback design. Each design was extensively simulatedto screen for receptiveness to actuation force limitations and robustness regarding theinexact tire modeling. The goal of each controller was to minimize the acceleration ofthe sprung mass in the presence of simulated road disturbances, modeled by bothsinusoidal and step input excitation wheels.Different reference velocity inputs were applied to the control scheme. Responsesto a zero reference were juxtaposed to those that resulted from tracking a reference builtoff a model that incorporated inertial-frame damping attached to the sprung mass. Theoutcome of this comparison was that low-frequency disturbances were attenuated betterwhen tracking a zero reference, but the reference relaxation introduced by the inertialframedamping model allowed for better-attenuated high frequency signals. Employingan inertial-frame damping value of 250 N-s/m, the rejected frequency component of thesystem response synchronous with the disturbance input excitation of 40 rad/s bettered by33% and 28% when feeding control force from the classical controller and state-spacecontroller, respectively.The experimental analysis conducted on the classical and state-space controllersproduced sinusoidal disturbance rejection of at worst 50% within their respectivebandwidths. At 25 rad/s, the classical controller was able to remove 80% of the base component synchronous with the disturbance excitation frequency, while the state-spacecontroller filtered out nearly 60%.Analysis on the system's ability to reject step disturbances was greatlyconfounded with the destructive lateral loading transferred during the excitation process.As a result, subjection to excitation could only occur up to 25 rad/s. At the 20 rad/sresponse synchronous to the disturbance excitation, the classical and state-spacecontrollers removed 85% and 70% of the disturbance, respectively. Sharp spikes in timebasedamplitude were present due to the binding that ensued during testing.
机译：本文介绍了一种四轮驱动车的设计，制造和测试，并结合了各种控制算法。一个能够产生52-N力的实验性线性管状电机为模型提供控制驱动。实现了由两种设计组成的控制器：采用超前和滞后网络的经典控制器以及状态空间反馈设计。对每个设计进行了广泛的仿真，以筛选对theinexact轮胎建模的驱动力限制的接受程度和鲁棒性。每个控制器的目标是在存在模拟道路扰动的情况下，以正弦波和步进输入励磁轮为模型，最小化簧载质量的加速度。将不同的参考速度输入应用于控制方案。零参考的响应与跟踪参考建立的响应并列，该参考建立在模型上，该模型包含附加到弹簧上的惯性框架阻尼。该比较的结果是，当跟踪零参考时，低频干扰被更好地衰减，但是惯性帧阻尼模型引入的参考弛豫允许更好地衰减高频信号。使用250 Ns / m的惯性框架阻尼值，当从经典控制器和状态空间控制器馈入控制力时，与40 rad / s的干扰输入激励同步的系统响应的拒绝频率分量分别提高了33％和28％在经典控制器和状态空间控制器上进行的实验分析表明，在各自的带宽内，正弦波干扰抑制性能最差50％。在25 rad / s的速度下，经典控制器能够与干扰激励频率同步地去除80％的基本分量，而状态空间控制器滤除了近60％的噪声。在激励过程中传递了破坏性的横向载荷，因此，仅在25 rad / s的速度下才会发生激励。在与干扰激励同步的20 rad / s响应下，经典控制器和状态空间控制器分别消除了85％和70％的干扰。由于在测试过程中发生了绑定，因此时基振幅出现了尖峰。

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    Allen Justin Aaron;

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  • 年度 2008
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