LQR Control Strategy for Electromagnetic Active Suspension Considering Energy Consumption
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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%.
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.
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Key words:
- linear motor /
- vehicle suspensions /
- LQR control /
- optimization /
- random road
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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
表 1 1/4悬架参数
Table 1. Parameters of quarter suspension
参数 数值 mb/kg 459 mw/kg 50 ks/（N·m−1） 57000 cs/（N·s·m−1） 1800 kt/（N·m−1） 230000 kf/（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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