A configuration-optimisation method for passive-active-combined suspension design
A configuration-optimisation method for passive-active-combined suspension design
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DOI：
10.1016/j.ijmecsci.2023.108560
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发表时间：
2023
影响因子：
7.3
通讯作者：
Haonan He;Yuan Li;L. Clare;J. Z. Jiang;Monzer Al Sakka;M. Dhaens;S. Burrow;S. Neild;Andrew Conn
中科院分区：
文献类型：
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作者：
Haonan He;Yuan Li;L. Clare;J. Z. Jiang;Monzer Al Sakka;M. Dhaens;S. Burrow;S. Neild;Andrew Conn
主动控制可以改善车辆被动悬架的性能，但它具有高功耗和大的致动器力。为了平衡动态性能和功率/力的需求，悬架中的被动和主动部件应一起设计并协同工作。以前的方法，联合收割机被动和主动设计已被限制到一个狭窄的范围内的悬架结构，如被动-主动-平行布局。这使得许多其他结构无法被探索（例如，无源-有源-串联布局），并且因此当前识别的设计可能远非最佳。另一个局限性是，这些先前的方法假设了理想的主动部分，并且没有考虑物理主动致动器及其传动系统的寄生效应，例如反冲、摩擦和惯性。这种简化将阻碍它们在现实生活中的实际应用。为了解决这两个限制，这项工作介绍了一种新的被动主动组合悬架的设计方法。首先，它允许枚举所有可能的悬架设计，包括预定数量的刚度，阻尼，惯性和主动致动器元件。其次，该方法在确定最佳悬架设计时考虑了物理实现产生的寄生效应。通过四分之一车的案例研究，该方法的有效性进行了证明，其中天钩控制器作为一个例子的控制策略。结果发现，与传统的组合悬架相比，识别的设计实现了显着的改善，在乘坐舒适性和所需的主动力之间的权衡。所得结果得到了实验验证。
Active control can improve the performance of a passive vehicle suspension, but it comes with a high power consumption and large actuator forces. To balance dynamic performance and power/force needs, both the passive and active parts in the suspension should be designed together and work synergistically. Previous approaches that combine passive and active design have been limited to a narrow range of suspension structures, such as passive-active-parallel layouts. This leaves many other structures unable to be explored (e.g., passive-active-series layouts), and thus the current identified design may be far from optimal. Another limitation is that these previous approaches assume an ideal active part and do not consider the parasitic effects of a physical active actuator and its transmission system, such as backlash, friction and inertia. This simplification would hinder their practical application in real-life situations. To address these two limitations, this work introduces a novel design method for passive-active-combined suspensions. Firstly, it allows for the enumeration of all possible suspension designs consisting of a pre-determined number of stiffness, damping, inertance and active actuator elements. Secondly, the method takes into account the parasitic effects that arise from physical realisation when identifying the optimal suspension design. The effectiveness of this method is demonstrated through a quarter-car case study, where the skyhook controller is adopted as an example control strategy. It is found that compared to the traditional combined suspension, the identified design achieves a significant improvement in the trade-off between ride comfort and required active force. The obtained results are verified experimentally.