Enhancing the trade-off between ride comfort and active actuation requirements via an inerter-based passive-active-combined automotive suspension
Enhancing the trade-off between ride comfort and active actuation requirements via an inerter-based passive-active-combined automotive suspension
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DOI：
10.1080/00423114.2023.2184703
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发表时间：
2023-03-02
影响因子：
3.6
通讯作者：
Conn, Andrew
中科院分区：
文献类型：
--
作者：
He, Haonan;Li, Yuan;Conn, Andrew
平顺性是评价汽车动力性能的一项重要指标。改善乘坐舒适性的一种方法是在被动悬架中加入主动执行器。然而，这种改进与所需的驱动功率和力密切相关。增加的致动器要求可能导致更高的能耗和更大的致动器尺寸。为了更好地平衡驾驶舒适性和主动驱动要求，提出了一种新的设计方法，在多种不同的机械部件布局中寻找最优的被动-主动组合悬架。与传统悬架设计仅限于几种特殊布局相比，通过该方法可以在所有网络可能性中确定每种元件类型（弹簧、阻尼器和惯性器）数量的最优被动部分，以及并联主动执行器的最优控制器参数。以1 / 4轿车为例，在被动部分为弹簧减振器的基准主-被动式组合悬架中，最优的基于干涉的悬架在实现相同平顺性的前提下，可将主动力降低48%以上，主动部分平均再生功率提高6w。请注意，在这种情况下，总是考虑两个约束条件：道路保持能力（由动态轮胎负载表示）和悬架行程识别悬架不会比基准悬架差。通过这种方法获得的最优权衡可以作为汽车悬架设计的有力工具，因为它可以在以下三个方面提供指导：最优平顺性、最小功耗和特定驱动要求的可行性，其中第二点与本文提出的功率守恒定理相结合，证明了被动和主动部件消耗的总功率不会随被动部分和主动控制器参数的变化而变化。
Ride comfort is an important indicator to evaluate the dynamic performance of automotive vehicles. One method for improving ride comfort is to incorporate an active actuator into the passive suspension. However, the improvement is closely linked with the required actuation power and force. Increased actuation requirements may lead to higher energy consumption and a larger actuator size. To enhance the trade-off between ride comfort and active actuation requirements, a new design approach for searching for the optimal passive-active-combined suspension across many different mechanical component layouts incorporating an inerter is proposed in this paper. Compared with traditional designs where the suspension is limited to a few special layouts, via this approach the optimal passive part among all network possibilities with pre-determined numbers of each element type (springs, dampers and inerters), and optimal controller parameters of the parallel active actuator can be identified. Considering a quarter-car model, with a benchmark combined active-passive suspension in which the passive part is a spring-damper, the optimal inerter-based suspension can reduce the active force by more than 48% and regenerate 6 W more average power in the active part while achieving the same ride comfort. Note that in this case, two constraints are always considered: the road-holding ability (as indicated by the dynamic tyre load) and suspension travel of the identified suspension will not be worse than those of the benchmark suspension. The optimal trade-off obtained with this approach serves as a powerful tool in the automotive suspension design as it provides guidance on the following three aspects: the optimal ride comfort, the minimum power consumption and the feasibility of specific actuation requirements, where the second point is obtained in conjunction with the power conservation theorem proposed in this paper which proves that the total power consumed by the passive and active parts will not vary with changes in the passive part and active controller parameters.