考虑能耗的电磁主动悬架LQR控制策略

孙凤; 邢大壮; 周冉; 金俊杰; 徐方超

doi:10.3969/j.issn.0258-2724.20220815

考虑能耗的电磁主动悬架LQR控制策略

doi: 10.3969/j.issn.0258-2724.20220815

沈阳工业大学机械工程学院，辽宁沈阳 110870

基金项目: 国家自然科学基金（52005345, 52005344）；国家重点研发计划（2020YFC2006701）；辽宁省教育厅项目（LFGD2020002）；辽宁省”揭榜挂帅”科技重大专项（2022JH1/10400027）

详细信息

作者简介:
孙凤（1978—），男，教授，博士，研究方向为机械系统多元驱动及其控制技术，E-mail：sunfeng@sut.edu.cn

中图分类号: TH122；U463.33
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- 被引次数: 1
出版历程
- 收稿日期: 2022-11-29
- 修回日期: 2023-03-19
- 网络出版日期: 2023-06-01
- 刊出日期: 2023-03-29

LQR Control Strategy for Electromagnetic Active Suspension Considering Energy Consumption

School of Mechanical Engineering, Shenyang University of Technology, Shenyang 110870, China

摘要

摘要:
为改善车辆电磁主动悬架功率过大的问题，提出一种考虑能耗的改进线性二次型调节器（linear quadratic regulator，LQR）控制策略. 首先，介绍电磁主动悬架的结构，由等效磁路法得出直线电机的推力模型，再建立电磁主动悬架的动力学模型；其次，在传统的LQR加权系数优化模型基础上提出增加有关能耗的约束条件，设计了一种改进LQR控制策略；最后，使用MATLAB/Simulink进行仿真，通过主动力大小进行控制器正确性的验证，并对比分析随机路面下的能耗与动力学效果. 结果表明：改进LQR控制策略的主动力大小符合优化时约束的概率最低为99.89%；改进LQR控制策略与原LQR控制策略相比，功率均方根降低80.29%，悬架动行程均方根没有明显差别，轮胎动变形均方根优于原LQR控制策略约5%，车身垂向加速度降幅最低仍能达到原LQR控制策略的50%.
- 直线电机 /
- 悬架 /
- LQR控制 /
- 优化 /
- 随机路面
Abstract:
In order to reduce the excessive power consumption of vehicle electromagnetic active suspension, a modified linear quadratic regulator (LQR) control strategy considering energy consumption was raised. Firstly, the structure of electromagnetic active suspension was introduced. The thrust model of the linear motor was established by the equivalent magnetic circuit method, and the dynamic model of electromagnetic active suspension was built. Secondly, based on the optimization model of weighting coefficients in the original LQR control strategy, a constraint condition considering energy consumption was put forward, and a modified LQR control strategy was designed. Finally, MATLAB/Simulink was adopted for simulations, and the correctness of the controller was verified by active force values. Energy consumption and dynamic performance in random road were compared. The results show that the active force value of the modified LQR control strategy meets the optimization constraint condition with a probability of 99.89%. Compared with the original LQR control strategy, the modified LQR control strategy reduces the root-mean-square (RMS) of power by 80.29%. In addition, there is no significant difference in the RMS of suspension working space, and the RMS of dynamic tyre deformation is 5% lower than that of the original LQR control strategy. The reduction of body vertical acceleration can still reach more than 50% of the original LQR control strategy.
- linear motor /
- vehicle suspensions /
- LQR control /
- optimization /
- random road

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图 1 新型电磁悬架结构

Figure 1. Structure of new electromagnetic suspension

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图 2 直线电机结构

Figure 2. Structure of linear motor

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图 3 直线电机示意

Figure 3. Parameters of linear motor

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图 4 1/4车电磁主动悬架模型

Figure 4. Quarter electromagnetic active suspension model

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图 5 时速60 km/h路面高程

Figure 5. Road elevation at speed of 60 km/h

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图 6 改进LQR控制策略仿真主动力

Figure 6. Simulated active force of modified LQR control strategy

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图 7 仿真3～8 s悬架动力学性能

Figure 7. Suspension dynamic performance in 3–8 s during simulation

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表 1 1/4悬架参数

Table 1. Parameters of quarter suspension

参数	数值
m_b/kg	459
m_w/kg	50
k_s/（N·m⁻¹）	57000
c_s/（N·s·m⁻¹）	1800
k_t/（N·m⁻¹）	230000
k_f/（N·A⁻¹）	40
r/Ω	25.3

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表 2 性能指标均方根

Table 2. RMS of performance indexes

策略	车身垂向加速度/（m·s⁻²）	悬架动行程/mm	轮胎动变形/mm
被动	2.2197	14.7514	5.8153
原 LQR 控制策略	1.3202	12.0841	5.6834
改进 LQR 控制策略	1.7254	12.1087	5.3656

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表 3 性能指标均方根降幅

Table 3. Reduction of RMS of performance indexes %

策略	车身垂向加速度	悬架动行程	轮胎动变形
原 LQR控制策略	40.52	18.08	2.27
改进 LQR控制策略	22.27	17.91	7.73

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