Time-frequency domain control method and device of semi-active structure system

Abstract

The invention relates to the technical field of vehicle suspension vibration control, in particular to a time-frequency domain control method and device for a semi-active structure system.The method comprises the steps that a vertical acceleration signal of a vehicle semi-active suspension system is collected; performing time-frequency domain analysis based on the vertical acceleration signal, and extracting time-frequency domain feature information of a signal vector; and based on the time-frequency domain characteristic information, in combination with a preset frequency domain controller and an amplitude-frequency response function, a target semi-active suspension damping coefficient at the current moment is calculated, and semi-active suspension control damping is adjusted based on the target semi-active suspension damping coefficient. Therefore, the problems that a semi-active suspension control algorithm depends on a complex sensor and high calculation amount, so that the system cost is high, debugging is complex, robustness is insufficient, and the actual engineering application requirement is difficult to meet are solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle suspension vibration control, and in particular to a time-frequency domain control method and device for a semi-active structural system. Background Art

[0002] In related technologies, the suspension system is the core component for achieving vibration reduction, improving ride comfort and handling stability during vehicle driving. Compared with the passive suspension system, the semi-active suspension system can adjust the mechanical response of the suspension in real time according to road conditions and vehicle dynamics by adjusting the damping characteristics of the shock absorber, taking into account both cost and performance, and has been widely used in the automotive field.

[0003] However, in the related technologies, semi-active suspension control algorithms usually rely on complex sensor arrangements or require high online computing capabilities, resulting in high system implementation costs. At the same time, the algorithms are highly dependent on the shock absorber modeling accuracy and sensor measurement quality, and the algorithms are only effective in certain frequency bands and have numerous parameter settings, resulting in a complex algorithm debugging process and poor robustness. It is difficult to balance control performance and engineering practicality, limiting their application in actual vehicle platforms, and these problems need to be urgently addressed. Summary of the invention

[0004] The present application provides a time-frequency domain control method and device for a semi-active structural system to solve the problem in the related art that the semi-active suspension control algorithm usually relies on complex sensors and high computing resources, resulting in high implementation cost. At the same time, it has a strong reliance on the shock absorber modeling accuracy and sensor quality, resulting in poor robustness, and the parameter configuration is complex and difficult to debug. It is difficult to balance engineering practicality while ensuring control performance, thus limiting its application in actual vehicle platforms.

[0005] The first aspect of the present application provides a time-frequency domain control method for a semi-active structural system, comprising the following steps: collecting a vertical acceleration signal of a vehicle semi-active suspension system; performing time-frequency domain analysis based on the vertical acceleration signal to extract time-frequency domain feature information of a signal vector; and calculating a target semi-active suspension damping coefficient at the current moment based on the time-frequency domain feature information in combination with a preset frequency domain controller and amplitude-frequency response function, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

[0006] Through the above technical means, by performing time-frequency domain analysis on the vertical acceleration signal and combining with a preset frequency domain controller and amplitude-frequency response function, the target semi-active suspension damping coefficient at the current moment is calculated, and then the semi-active suspension control damping is adjusted, so as to achieve dynamic adaptation to road excitations in different frequency bands, effectively suppress the vertical vibration of the vehicle body, improve the riding comfort, enhance the handling stability and suspension control accuracy of the whole vehicle, have strong robustness, be conducive to popularization and application in actual vehicle platforms, and improve the comprehensive performance level of the suspension system.

[0007] Optionally, in an embodiment of the present application, the performing time-frequency domain analysis based on the vertical acceleration signal and extracting the time-frequency domain feature information of the signal vector includes: calculating the time-frequency domain feature information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain feature information includes the spectrum information in different time periods.

[0008] Through the above technical means, calculating the time-frequency domain feature information from the vertical acceleration signal by using the short-time Fourier transform can realize the time-varying spectrum analysis of the vehicle body vertical vibration signal, accurately extract the main excitation frequencies and energy distributions in different time periods, and then provide refined feature support for damping adjustment, effectively improve the response ability and control accuracy of the semi-active suspension system to dynamic road conditions, and achieve more accurate full-band vibration suppression.

[0009] Optionally, in an embodiment of the present application, the form of the preset frequency domain controller can be expressed as:

[0010]

[0011] where, c in (ω) is the frequency domain controller; ω is the input road excitation frequency; ω s is the natural vibration frequency of the suspension system; are the adjusted results of the parameters λ1, λ2, λ3 according to the differences in design objectives respectively; c a,max , c a,min represent the maximum and minimum damping adjustable coefficients of the semi-active suspension; the subscript in represents the input damping signal; the subscript a represents the adjustable damping coefficient; the subscript s represents the suspension.

[0012] Through the above technical means, calculating the frequency domain controller through parameters such as the road excitation frequency and the natural vibration frequency of the suspension system can bring a more targeted damping adjustment strategy, enable the controller to have stronger vibration suppression ability in key frequency bands, especially when approaching the natural vibration frequency of the suspension or being subjected to strong road excitations, accurately adjust the damping response, effectively avoid the occurrence of resonance phenomena, and thus improve the robustness of the control system.

[0013] Optionally, in an embodiment of the present application, before calculating the target semi-active suspension damping coefficient at the current moment, it further includes: determining the amplitude-frequency response function based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target.

[0014] By the above technical means, based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target, a direct connection can be established between the actual road surface excitation conditions and the ideal suspension dynamic performance requirements. By using the road surface acceleration signal as the input, calculating its spectral characteristics using the frequency-domain analysis method, and comparing or adapting with the preset target amplitude-frequency response function of the suspension system, it can guide the frequency-domain controller to output corresponding damping control commands in each frequency band, thereby effectively suppressing the body vibration.

[0015] Optionally, in an embodiment of the present application, the calculation formula for the target semi-active suspension damping coefficient is:

[0016]

[0017] where c in,p represents the semi-active suspension damping coefficient; N represents the number of divided time periods of the acceleration signal vector; represents the damping coefficient in the i-th time period calculated by combining the preset frequency-domain controller and the amplitude-frequency response function; χ N-i represents the time weight coefficient of the i-th time period; g(ω,ξ max ) and g(ω,ξ min ) are respectively the amplitude-frequency response functions of the road surface acceleration input to the suspension design target when the system damping is maximum and minimum; t i is the start time of the i-th time period; ω k is the k-th frequency point of the time-frequency domain analysis; A r (ω k ,t i ) is the amplitude result corresponding to the i-th time period and the k-th frequency point; c in (ω k ) is the frequency-domain controller damping value corresponding to the k-th frequency point.

[0018] By the above technical means, calculating the semi-active suspension damping coefficient through basic design parameters such as suspension stiffness, sprung mass, and target damping ratio does not require relying on complex modeling or high-precision sensor data, which is convenient for the embedded control system to implement quickly. At the same time, this method has good adjustability and adaptability, can be flexibly adjusted according to different vehicle models and performance requirements, is convenient for popularization and application in engineering, and effectively improves the robustness of the suspension system.

[0019] The second aspect of the embodiments of the present application provides a time-frequency domain control method and device for a semi-active structure system, including: an acquisition module for acquiring the vertical acceleration signal of the vehicle semi-active suspension system; an extraction module for performing time-frequency domain analysis based on the vertical acceleration signal and extracting the time-frequency domain characteristic information of the signal vector; and a control module for calculating the target semi-active suspension damping coefficient at the current moment based on the time-frequency domain characteristic information, in combination with a preset frequency domain controller and an amplitude-frequency response function, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

[0020] By means of the above technical means, through time-frequency domain analysis of the vertical acceleration signal, and in combination with a preset frequency domain controller and an amplitude-frequency response function, calculating the target semi-active suspension damping coefficient at the current moment, and then adjusting the semi-active suspension control damping, it is possible to achieve dynamic adaptation to road excitations in different frequency bands, effectively suppress the vertical vibration of the vehicle body, improve the riding comfort, enhance the handling stability and suspension control accuracy of the whole vehicle, have strong robustness, be conducive to popularization and application in actual vehicle platforms, and improve the comprehensive performance level of the suspension system.

[0021] Optionally, in an embodiment of the present application, the extraction module includes: a calculation unit for calculating the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain characteristic information includes the spectral information in different time periods.

[0022] By means of the above technical means, calculating the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform can realize the time-varying spectral analysis of the vertical vibration signal of the vehicle body, accurately extract the main excitation frequencies and energy distributions in different time periods, and then provide refined characteristic support for damping adjustment, effectively improving the response ability and control accuracy of the semi-active suspension system to dynamic road conditions, and achieving more accurate full-band vibration suppression.

[0023] Optionally, in an embodiment of the present application, the form of the preset frequency domain controller is:

[0024]

[0025] where c in (ω) is the frequency domain controller; ω is the input road excitation frequency; ω s is the natural vibration frequency of the suspension system; are the adjusted results of the parameters λ1, λ2, λ3 respectively according to the differences in design objectives; c a,max , c a,min represent the maximum and minimum damping adjustable coefficients of the semi-active suspension; the subscript in represents the input damping signal; the subscript a represents the adjustable damping coefficient; the subscript s represents the suspension.

[0026] Through the above technical means, calculating the frequency-domain controller based on parameters such as the road surface excitation frequency and the natural vibration frequency of the suspension system can bring a more targeted damping adjustment strategy, enabling the controller to have stronger vibration suppression ability within the key frequency bands. Especially when approaching the natural vibration frequency of the suspension or under strong road surface excitation, it can accurately adjust the damping response, effectively avoiding the occurrence of resonance phenomena, thereby improving the robustness of the control system.

[0027] Optionally, in an embodiment of the present application, it further includes: a determination module, configured to determine the amplitude-frequency response function based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target.

[0028] Through the above technical means, based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target, a direct connection can be established between the actual road surface excitation conditions and the ideal suspension dynamic performance requirements. By using the road surface acceleration signal as the input, calculating its spectral characteristics using the frequency-domain analysis method, and comparing or adapting it with the preset target amplitude-frequency response function of the suspension system, it can guide the frequency-domain controller to output corresponding damping control commands in each frequency band, thereby effectively suppressing the vehicle body vibration.

[0029] Optionally, in an embodiment of the present application, the calculation formula for the target semi-active suspension damping coefficient is:

[0030]

[0031] where c in,p represents the semi-active suspension damping coefficient; N represents the number of divided time periods of the acceleration signal vector; represents the damping coefficient in the i-th time period calculated by combining the preset frequency-domain controller and the amplitude-frequency response function; χ N-i represents the time weight coefficient in the i-th time period; g(ω,ξ max ) and g(ω,ξ min ) are respectively the amplitude-frequency response functions of the road surface acceleration input to the suspension design target when the system damping is maximum and minimum; t i is the start time of the i-th time period; ω k is the k-th frequency point of the time-frequency domain analysis; A r (ω k ,t i ) is the amplitude result corresponding to the i-th time period and the k-th frequency point; c in (ω k ) is the damping value of the frequency-domain controller corresponding to the k-th frequency point.

[0032] Through the above technical means, the semi-active suspension damping coefficient is calculated based on basic design parameters such as suspension stiffness, sprung mass, and target damping ratio, without relying on complex modeling or high-precision sensor data, which is convenient for rapid implementation in an embedded control system. At the same time, this method has good adjustability and adaptability, can be flexibly adjusted according to different vehicle models and performance requirements, is easy to promote and apply in engineering, and effectively improves the robustness of the suspension system.

[0033] The third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor. The processor executes the program to implement the time-frequency domain control method of the semi-active structure system as described in the above embodiments.

[0034] The fourth aspect of this application provides a computer-readable storage medium, which stores a computer program that, when executed by a processor, implements the time-frequency domain control method of the semi-active structure system as above.

[0035] The fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the time-frequency domain control method of the semi-active structure system as above.

[0036] The additional aspects and advantages of this application will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of this application. Description of the Drawings

[0037] The above and / or additional aspects and advantages of this application will become obvious and easy to understand from the following description of the embodiments in conjunction with the drawings, where:

[0038] Figure 1 is a schematic diagram of a typical two-degree-of-freedom suspension model simplified from the structures of a typical four-wheel vehicle and a typical two-wheel vehicle in an embodiment of this application;

[0039] Figure 2 is a schematic diagram of applying the time-frequency domain control method of the semi-active structure system in a typical two-degree-of-freedom suspension model in an embodiment of this application;

[0040] Figure 3 is a flowchart of a time-frequency domain control method for a semi-active structure system provided according to an embodiment of this application;

[0041] Figure 4 is a schematic diagram of the amplitude-frequency response function curve of the sprung mass acceleration of a vehicle at different damping values under the typical vehicle parameters in an embodiment of this application;

[0042] Figure 5Schematic diagram of the amplitude-frequency response function curve of the dynamic stroke of a vehicle suspension with different damping values under typical vehicle parameters in an embodiment of the present application;

[0043] Figure 6 Schematic diagram of the amplitude-frequency response function curve of the dynamic deformation of a vehicle tire with different damping values under typical vehicle parameters in an embodiment of the present application;

[0044] Figure 7 Schematic diagram of the frequency-domain controller designed based on the three indicators of the sprung mass acceleration, the dynamic stroke of the suspension, and the dynamic deformation of the tire in an embodiment of the present application;

[0045] Figure 8 Schematic diagram of the calculation process of the time-frequency domain control method of the semi-active structure system in an embodiment of the present application during vehicle operation;

[0046] Figure 9 Schematic diagram of the amplitude-frequency response function curve of the sprung mass acceleration of the time-frequency domain control method of the semi-active structure system in an embodiment of the present application, the passive suspension, and three classic semi-active control algorithms;

[0047] Figure 10 Schematic diagram of the amplitude-frequency response function curve of the dynamic stroke of the suspension of the time-frequency domain control method of the semi-active structure system in an embodiment of the present application, the passive suspension, and three classic semi-active control algorithms;

[0048] Figure 11 Schematic diagram of the amplitude-frequency response function curve of the dynamic deformation of the tire of the time-frequency domain control method of the semi-active structure system in an embodiment of the present application, the passive suspension, and three classic semi-active control algorithms;

[0049] Figure 12 Block diagram of a time-frequency domain control device for a semi-active structure system provided according to an embodiment of the present application;

[0050] Figure 13 Schematic diagram of the structure of an electronic device provided according to an embodiment of the present application.

[0051] Reference numerals:

[0052] 10 - Time-frequency domain control device for a semi-active structure system; 100 - Acquisition module, 200 - Extraction module, 300 - Control module; 1301 - Memory, 1302 - Processor, 1303 - Communication interface. Detailed implementation manners

[0053] Embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present application, and should not be construed as a limitation to the present application.

[0054] The time-frequency domain control method and device for a semi-active structure system according to an embodiment of the present application will be described below with reference to the accompanying drawings. In view of the technical problems in the above-mentioned background art that the semi-active suspension control algorithm usually relies on a complex sensor arrangement or requires high online computing power, resulting in a high system implementation cost. At the same time, the algorithm strongly depends on the modeling accuracy of the shock absorber and the measurement quality of the sensor, and the algorithm is only effective in some frequency bands with a large number of parameter settings, resulting in a complex algorithm debugging process and poor robustness, making it difficult to balance control performance and engineering practicability, and restricting its application in actual vehicle platforms. The present application provides a time-frequency domain control method for a semi-active structure system. In this method, by performing time-frequency domain analysis on the acceleration signal, combining a pre-designed frequency domain controller with the amplitude-frequency response function of the design target, calculating the semi-active suspension damping coefficient that should be set at the current moment, and then adjusting the semi-active suspension control damping, it is possible to achieve effective control of the suspension system without relying on an accurate model of the semi-active shock absorber, only through a vertical acceleration sensor, which has significant advantages in terms of cost control and system implementation difficulty. At the same time, the constructed control system has a simple structure and flexible parameter settings, can comprehensively consider multiple performance indicators such as sprung mass acceleration, suspension dynamic stroke, and tire dynamic deformation, carry out unified optimal control, balance handling and stability, has good engineering feasibility, and can effectively improve the comprehensive performance level of the vehicle suspension system. Thus, the problem that the semi-active suspension control algorithm depends on complex sensors and high computational load, resulting in high system cost, complex debugging, and insufficient robustness, making it difficult to meet the requirements of actual engineering applications, is solved.

[0055] Before describing the time-frequency domain control method for the semi-active structure system provided by the embodiment of the present application, the application scenarios and system architectures involved in the embodiment of the present application will be described first.

[0056] As Figure 1 shown, the suspension model to which the time-frequency domain control method for the semi-active structure system provided by the embodiment of the present application can be applied is provided. For typical four-wheel and two-wheel vehicles, on the premise of certain simplification operations, they can both be simplified into a two-degree-of-freedom suspension model, which is also a classic model for suspension performance evaluation. The two-degree-of-freedom suspension model includes m s as the sprung mass 10, m t as the unsprung mass 20, k t as the equivalent stiffness of the tire 30, k swhere \(k\) is the spring in the suspension system, \(c_0\) is the non-adjustable damper, and \(c\) a is the adjustable damper. The sprung mass \(m_1\) includes the mass of the vehicle body, passengers, or goods above the suspension, and the unsprung mass \(m_2\) includes the mass of the wheels and other connecting components below the suspension. The equivalent stiffness \(k_t\) of the tire refers to the equivalent spring effect between the tire and the road surface. The spring \(k\) and the non-adjustable damper \(c_0\) in the suspension system are fixed suspension parameters, and the adjustable damper \(c\) is the semi-active suspension damping adjustment part.

[0057] Further, as Figure 2 shown, in the embodiment of the present application, a vertical acceleration sensor can be arranged at the center of the tire, that is, installed at the unsprung mass \(m_2\) to measure the acceleration signal. Since the equivalent stiffness \(k_t\) of the tire is usually large and the deformation is small, and its stiffness is much greater than the spring stiffness \(k\) of the suspension, the measured value of this acceleration sensor can be approximately regarded as the road surface input acceleration value.

[0058] As a possible implementation, during the operation of the vehicle, the sensor can collect the acceleration vibration signal in real time. Subsequently, the damping controller calculates the damping value to be applied based on the collected signal value. Then, the method provided in the embodiment of the present application can output the corresponding damping control signal to the semi-active shock absorber to adjust the suspension damping.

[0059] Based on the system architecture provided in the above embodiment, the time-frequency domain control method of the semi-active structure system proposed in the embodiment of the present application can be realized. The time-frequency domain control method of the semi-active structure system will be described in detail below.

[0060] Specifically, Figure 3 is a schematic flow chart of a time-frequency domain control method for a semi-active structure system provided by an embodiment of the present application.

[0061] As Figure 3 shown, the time-frequency domain control method of the semi-active structure system includes the following steps:

[0062] In step S301, the vertical acceleration signal of the vehicle semi-active suspension system is collected.

[0063] Among them, the vertical acceleration signal is an important parameter to measure the dynamic response of the vehicle in the vertical direction. It is usually obtained by installing an accelerometer at the center of the vehicle body mass or key parts of the vehicle body, representing the acceleration change of the vehicle body in the vertical direction after being excited by the road surface.

[0064] Specifically, the embodiments of the present application can read the measurement value of the vertical acceleration sensor installed at the center of the tire of the semi-active suspension system of the controlled vehicle and update the signal vector a% to be analyzed in the controller. r 。

[0065] As a specific example, the embodiments of the present application can set the sampling frequency of the system to f0, and the corresponding time step is ΔT = 1 / f0; set the signal vector of the acceleration to be analyzed retained in the controller to have a length of L, and the corresponding duration T R = L / f0; the acquisition value of the sensor at time n can be expressed as a t (nΔT), and the signal vector can be updated according to the following formula:

[0066]

[0067] where, represents the i-th element of the signal vector ; a t represents the acquisition value of the acceleration sensor; the subscript r represents the signal vector to be analyzed; the subscript t represents the wheel.

[0068] In step S302, time-frequency domain analysis is performed based on the vertical acceleration signal to extract the time-frequency domain characteristic information of the signal vector.

[0069] Among them, the time-frequency domain analysis method can include but is not limited to short-time Fourier transform, wavelet transform, Hilbert-Huang transform, etc.; the time-frequency domain characteristic information can include but is not limited to the spectral energy distribution in different time periods, the change of the main frequency, the proportion of band energy, the spectral centroid and bandwidth, the instantaneous frequency and amplitude, etc.

[0070] Optionally, in an embodiment of the present application, performing time-frequency domain analysis based on the vertical acceleration signal to extract the time-frequency domain characteristic information of the signal vector includes: calculating the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain characteristic information includes the spectral information in different time periods.

[0071] Specifically, the embodiments of the present application can analyze the signal vector by using the short-time Fourier transform, which can be as follows: Analysis can be as follows:

[0072]

[0073] where w[n] is the window function used in the short-time Fourier transform, and the number of window length points is L D , and the Hamming window is used here; A r,m [k] represents the k-th spectral analysis amplitude in the m-th time window; the subscript r represents to be analyzed; LH Indicates the window length.

[0074] Further, organizing the above results, the time-frequency domain feature vector can be obtained as \(i = 1, 2, 3, \cdots, N\), where \(N = L / L_0\). D :

[0075]

[0076]

[0077] Among them, \(A_i\) r,i represents the spectrum analysis result in the \(i\)-th time period; \(N\) r represents the number of spectrum analysis points; \(f\) r represents the frequency sequence of spectrum analysis.

[0078] In step S303, based on the time-frequency domain feature information, combined with a preset frequency domain controller and amplitude-frequency response function, calculate the target semi-active suspension damping coefficient at the current moment, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

[0079] It can be understood that the damping coefficient refers to the relationship coefficient between the damping force and the speed shown by the adjustable damping device (such as a magnetorheological shock absorber or a variable valve shock absorber) in the suspension system under the action of the control strategy. Its value is not fixed and can be adjusted in real time according to the vehicle running state, road surface excitation, and control algorithm. Furthermore, it can effectively coordinate the contradiction between vehicle body comfort and driving stability, achieve a fast response to different road conditions and dynamic working conditions, and thus improve the overall vibration reduction performance and control accuracy of the vehicle.

[0080] Optionally, in an embodiment of the present application, the form of the preset frequency domain controller can be expressed as:

[0081]

[0082] Among them, \(c(\omega)\) in is the frequency domain controller; \(\omega\) is the input road surface excitation frequency; \(\omega_0\) s is the natural vibration frequency of the suspension system; \(\lambda_1\), \(\lambda_2\), \(\lambda_3\) are the adjusted results of the parameters \(\lambda_1\), \(\lambda_2\), \(\lambda_3\) according to the differences in design objectives respectively; \(c_{in}\) a,max , \(c_{a}\) a,min represent the maximum and minimum damping adjustable coefficients of the semi-active suspension; the subscript \(in\) represents the input damping signal; the subscript \(a\) represents the adjustable damping coefficient; the subscript \(s\) represents the suspension.

[0083] Furthermore, the parameters \(\lambda_1\), \(\lambda_2\), \(\lambda_3\) can be calculated by the following formulas respectively:

[0084]

[0085] wherein, is the mass ratio of the suspension system; is the stiffness ratio of the suspension system; m s is the sprung mass of the suspension system, including the mass of the vehicle body above the suspension and the remaining load; m t is the unsprung mass of the suspension system, including the mass of the wheel and other connecting components below the suspension; k s is the equivalent spring stiffness of the suspension; k t is the equivalent spring stiffness of the wheel.

[0086] Optionally, in an embodiment of the present application, before calculating the target semi-active suspension damping coefficient at the current moment, it further includes: determining the amplitude-frequency response function based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target.

[0087] It should be noted that the amplitude-frequency response function of the road surface acceleration input to the suspension design target can be expressed as g(ω,ξ), where g(ω,ξ) represents the amplitude-frequency response value at the road surface acceleration input frequency of ω when the damping ratio of the suspension system is ξ. The design target may include, but is not limited to, indicators such as sprung mass acceleration, suspension dynamic stroke, tire dynamic deformation, or a comprehensive indicator composed of multiple indicators.

[0088] Optionally, in an embodiment of the present application, the calculation formula of the target semi-active suspension damping coefficient can be expressed as:

[0089]

[0090] wherein, c in,p represents the semi-active suspension damping coefficient; N represents the number of divided time periods of the acceleration signal vector; represents the damping coefficient in the i-th time period calculated by combining the preset frequency domain controller and the amplitude-frequency response function; χ N-i represents the time weight coefficient of the i-th time period.

[0091] Furthermore, the calculation of c i * can be as follows:

[0092]

[0093] wherein, ξ max , ξ min are respectively the maximum and minimum adjustable damping ratios of the suspension system; t i represents the reference time point; g(ω,ξ max ) and g(ω,ξ min ) are respectively the amplitude-frequency response functions of the road surface acceleration input to the suspension design target when the system damping is maximum and minimum; ti is the start time of the \(i\)-th time period; \(\omega\) k is the \(k\)-th frequency point of time-frequency domain analysis; \(A\) r \((\omega\) k , \(t\) i ) represents the amplitude result corresponding to the \(i\)-th time period and the \(k\)-th frequency point; \(c\) in \((\omega\) k ) is the damping value of the frequency domain controller corresponding to the \(k\)-th frequency point.

[0094] It should be noted that \(0 \lt \chi \leq 1\) is a design parameter. The larger the value, the longer the signal vector considered in the calculation of the current control damping, and the smoother the damping adjustment. On the contrary, the damping adjustment is more aggressive.

[0095] The following combines Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , and details the specific implementation of the time-frequency domain control method for the semi-active structure system of the embodiments of the present application.

[0096] In an embodiment of the present application, the motion equation of the semi-active suspension system can be expressed as:

[0097]

[0098] Among them, \(\beta\) is the control bandwidth of the semi-active system, which can represent the speed of system damping adjustment; \(c\) in is the desired damping value, \(m\) s is the sprung mass; is the measurement value of the acceleration sensor; \(c_0\) is the adjustable damping; \(c\) a is the actually acting damping value, and there is an adjustment lag between the two; represents the vertical vibration speed of the vehicle body; represents the vertical vibration speed of the wheel center; \(z\) s represents the vertical displacement of the vehicle body; \(z\) t represents the vertical displacement of the wheel center; \(k\) s represents the suspension spring stiffness; \(k\) t represents the equivalent stiffness of the suspension tire; the subscript \(a\) represents adjustable; the subscript \(s\) represents suspension; the subscript \(t\) represents wheel.

[0099] In some cases, for the performance of the semi-active suspension system, the sprung mass acceleration (abbreviated as SMA (Sprung Mass Acceleration)) and the suspension dynamic stroke \(z\) s (t) - \(z\) t(t) (abbreviated as SWS (Suspension Working Stroke), the suspension dynamic stroke), the dynamic tire deformation z t (t) - z r (t) (abbreviated as DTD (Dynamic Tire Deflection)) are three important evaluation indicators. The sprung mass acceleration can reflect the ride comfort of the suspension system, the suspension dynamic stroke can reflect the driving safety of the suspension system, and the dynamic tire load can reflect the handling stability of the suspension system.

[0100] Furthermore, in the embodiments of the present application, the natural circular frequency ω of the suspension is defined s , the damping ratio ξ, the stiffness ratio γ, and the mass ratio μ, which can be as follows:

[0101]

[0102] Furthermore, based on equations (1) - (3) in the embodiments of the present application, the frequency response functions of the road surface acceleration to the three indicators of the sprung mass acceleration SMA, the suspension dynamic stroke SWS, and the dynamic tire deformation DTD can be as follows:

[0103]

[0104]

[0105] As a possible implementation method, in the embodiments of the present application, referring to the actual two-wheeled vehicle, the calculation parameters are selected: m s = 180 kg, m t = 15 kg, k s = 20 kN / m, k t = 100 kN / m, and the damping ratios are ξ = 0.01, ξ = 0.1, ξ = 0.3, ξ = 0.5. The amplitude-frequency response functions corresponding to equations (5) - (7) can be as Figures 4 - 6 shown.

[0106] It can be understood that the amplitude-frequency response function can reflect the filtering situation of the suspension to the road surface input. The lower the amplitude of the curve, the better the performance of the suspension.

[0107] Furthermore, from Figure 4 it can be seen that there are three frequency fixed points independent of damping on the amplitude-frequency response curve of the sprung mass acceleration, which are λ1, λ2, and λ3 respectively.

[0108] Specifically, in the embodiments of the present application, the above fixed points can divide the amplitude-frequency response curve of the sprung mass acceleration into 4 regions, and the damping is monotonic in each region. For example, 0 ≤ ω ≤ λ1ω sWithin the region, the curve amplitude of the sprung mass acceleration decreases as the damping increases, indicating that the maximum damping strategy should be adopted within this region; λ1ω s ≤ω≤λ2ω s Within the region, the curve amplitude of the sprung mass acceleration decreases as the damping decreases, indicating that the minimum damping strategy should be adopted within this region; λ2ω s ≤ω≤λ3ω s Within the region, the curve amplitude of the sprung mass acceleration decreases as the damping increases, indicating that the maximum damping strategy should be adopted within this region; λ3ω s ≤ω region, the curve amplitude of the sprung mass acceleration decreases as the damping decreases, indicating that the minimum damping strategy should be adopted within this region.

[0109] Therefore, for the sprung mass acceleration SMA in the embodiments of the present application, an optimal damping adjustment frequency domain controller can be summarized as follows:

[0110]

[0111] Furthermore, in the embodiments of the present application, there are similar laws for the amplitude-frequency response curves of the suspension dynamic stroke SWS and the tire dynamic deformation DTD. There is a frequency fixed point λ4 for the suspension dynamic stroke, and there are two frequency fixed points λ5 and λ6 for the tire dynamic deformation, and there is also an optimal frequency domain controller similar to Equation (8).

[0112] Specifically, the calculation of the above-mentioned 6 frequency fixed points λ i (i = 1, 2, 3L 6) can be as follows:

[0113]

[0114] In the actual implementation process, for the performance design of the vehicle, usually the sprung mass acceleration index is the main one, and the suspension dynamic stroke and the tire dynamic deformation can meet certain limit requirements. Therefore, when considering the multi-objective control problem in the embodiments of the present application, the optimization of the sprung mass acceleration index is the main one, and the two indexes of the suspension dynamic stroke and the tire dynamic deformation are appropriately considered. That is, on the basis of the frequency domain controller in Equation (8), the controller parameters are appropriately adjusted in combination with the characteristics of the other two indexes, and finally Figure 7 the described multi-objective frequency domain controller can be obtained as follows:

[0115]

[0116] Furthermore, after designing the Figure 7 described frequency domain controller in the embodiments of the present application, it can be implemented according to the Figure 8 steps shown. The embodiments of the present application may include the following steps:

[0117] In step S801, the algorithm runs at time n.

[0118] The control algorithm of the embodiment of the present application starts running at the current time step t = n.

[0119] In step S802, the measured value of the acceleration sensor is read, and the signal vector to be analyzed in the controller is updated.

[0120] Specifically, in the embodiment of the present application, the sampling frequency of the system is set to f0, and the corresponding time step is ΔT = 1 / f0. The signal vector of the acceleration signal to be analyzed retained in the controller has a length of L, and the corresponding duration T R = L / f0.

[0121] Furthermore, the acquisition value of the sensor at time n can be a t (nΔT), then the signal vector can be updated according to the following formula:

[0122]

[0123] In step S803, the time-frequency domain characteristic information of the acceleration signal vector is extracted by using the time-frequency domain analysis method.

[0124] Specifically, in the embodiment of the present application, the short-time Fourier transform is used to analyze the signal vector as follows:

[0125]

[0126] where w[n] is the window function used in the short-time Fourier transform, and the number of window length points is L D , and the Hamming window is used here.

[0127] Furthermore, the above results are sorted to obtain the following time-frequency domain characteristic vector i = 1, 2, 3... L, N = L / L D :

[0128]

[0129] In step S804, based on the analyzed time-frequency domain characteristic information, combined with the pre-designed frequency or controller and the amplitude-frequency response function of the design target, the semi-active suspension damping coefficient to be set at the current moment is calculated, and the suspension damping is adjusted.

[0130] In the embodiment of the present application, taking the optimization of the sprung mass acceleration as the main, the frequency domain controller formula (15) can be taken as formula (9). In addition, the amplitude-frequency response function of the design target is also selected according to the sprung mass acceleration SMA, that is That is, the result of formula (5).

[0131] Furthermore, in the embodiment of the present application, ω is set k = f r [k], A r (ω k , t i ) = A r,i [k], then the control damping can be calculated as follows:

[0132]

[0133] where 0 < χ ≤ 1 is a design parameter. The larger the value, the longer the signal vector considered in the calculation of the current control damping, and the smoother the damping adjustment. Conversely, the damping adjustment is more radical.

[0134] In step S805, the algorithm runs at the (n + 1)-th moment.

[0135] The embodiment of the present application completes this iteration, prepares to enter the next time step t = n + 1, and continues to execute the loop control.

[0136] In the embodiment of the present application, the basic principle of the above calculation formula is as follows: In Equation (20), |g(ω k , ξ max ) - g(ω k , ξ min )| can reflect the adjustment gain at the frequency point ω k , A r (ω k , t i ) can reflect the energy magnitude of the external input at the frequency point ω k . Therefore, |g(ω k , ξ max ) - g(ω k , ξ min )|·A r (ω k , t i ) can represent the total adjustment gain magnitude at the frequency point ω k , and c in (ω k ) can represent the damping strategy that should be adopted at the frequency point ω k . Therefore, the weighted sum result of the above indicators can be a comprehensive consideration of the energy and control gains at all input frequency bands.

[0137] Furthermore, in combination with Figure 9 , Figure 10 , Figure 11 , the beneficial effects of the method provided by the embodiment of the present application are schematically described.

[0138] The embodiments of this application select three types of classic semi-active suspension control algorithms for comparative analysis of control effects: 2-SH (Two-Stage Skyhook Damping Control), 2-ADD (Two-Stage Acceleration Damping Control), and Mix (Skyhook-Acceleration Hybrid Damping Control). The embodiments of this application refer to actual two-wheel vehicles and select calculation parameters: m s = 180 kg, m t = 15 kg, k s = 20 kN / m, k t = 100 kN / m, adjustable damping coefficient c a ∈[400 N / (m / s), 2700 N / (m / s)], non-adjustable damping coefficient c0 = 0 N / (m / s), sensor sampling frequency 100 Hz, controller execution frequency 100 Hz, system bandwidth β = 100, duration of the signal to be analyzed 10 s, short-time Fourier transform window length 2 s, time weight coefficient χ = 0.1.

[0139] Furthermore, the embodiments of this application can calculate the amplitude-frequency response curves of the sprung mass acceleration, suspension dynamic stroke, and tire dynamic deformation as Figures 9 - 11 shown. Among them, the amplitude of the amplitude-frequency response function can reflect the vibration transmission rate, and the lower the amplitude, the better the control effect.

[0140] In the embodiments of this application, from Figures 9 - 11 it can be seen that for the three indicators of sprung mass acceleration, suspension dynamic stroke, and tire dynamic deformation, the method proposed in the embodiments of this application is close to the optimal level in the compared classic algorithms and passive conditions, and exhibits vibration control effects in the full frequency domain. Moreover, all the above classic algorithms require at least two sensors, while the proposed method only requires one acceleration sensor, which has advantages in terms of cost and implementation difficulty.

[0141] The time-frequency domain control method of the semi-active structure system proposed according to the embodiments of the present application analyzes the acceleration signal in the time-frequency domain, combines the pre-designed frequency domain controller and the amplitude-frequency response function of the design target, calculates the semi-active suspension damping coefficient that should be set at the current moment, and then adjusts the semi-active suspension control damping. It can achieve effective control of the suspension system without relying on the accurate model of the semi-active shock absorber, only through a vertical acceleration sensor. Therefore, it has significant advantages in terms of cost control and system implementation difficulty. At the same time, the constructed control system has a simple structure and flexible parameter settings. It can comprehensively consider multiple performance indicators such as sprung mass acceleration, suspension dynamic stroke, and tire dynamic deformation, carry out unified optimal control, balance handling and stability, has good engineering feasibility, and can effectively improve the comprehensive performance level of the vehicle suspension system.

[0142] Next, a time-frequency domain control device for a semi-active structure system proposed according to the embodiments of the present application will be described with reference to the accompanying drawings.

[0143] Figure 12 It is a block diagram of the time-frequency domain control device for the semi-active structure system of the embodiments of the present application.

[0144] As Figure 12 shown, the time-frequency domain control device 10 of the semi-active structure system includes: an acquisition module 100, an extraction module 200, and a control module 300.

[0145] Among them, the acquisition module 100 is used to acquire the vertical acceleration signal of the vehicle semi-active suspension system.

[0146] The extraction module 200 is used to perform time-frequency domain analysis based on the vertical acceleration signal and extract the time-frequency domain characteristic information of the signal vector.

[0147] The control module 300 is used to calculate the target semi-active suspension damping coefficient at the current moment based on the time-frequency domain characteristic information, in combination with a preset frequency domain controller and an amplitude-frequency response function, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

[0148] Optionally, in an embodiment of the present application, the extraction module 100 includes: a calculation unit.

[0149] Among them, the calculation unit is used to calculate the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain characteristic information includes the spectrum information in different time periods.

[0150] Optionally, in an embodiment of the present application, the form of the preset frequency domain controller is:

[0151]

[0152] Among them, cin (ω) is the frequency-domain controller; ω is the input road surface excitation frequency; ω s is the natural vibration frequency of the suspension system; are the adjusted results of parameters λ1, λ2, λ3 respectively according to the differences in design objectives; c a,max 、c a,min represent the maximum and minimum damping adjustable coefficients of the semi-active suspension; the subscript in represents the input damping signal; the subscript a represents the adjustable damping coefficient; the subscript s represents the suspension.

[0153] Optionally, in an embodiment of the present application, it further includes: a determination module.

[0154] Among them, the determination module is used to determine the amplitude-frequency response function based on the amplitude-frequency response function of the road surface acceleration input to the suspension design objective.

[0155] Optionally, in an embodiment of the present application, the calculation formula for the target semi-active suspension damping coefficient is:

[0156]

[0157] Among them, c in,p represents the semi-active suspension damping coefficient; N represents the number of divided time periods of the acceleration signal vector; represents the damping coefficient in the i-th time period calculated by combining the preset frequency-domain controller and the amplitude-frequency response function; χ N-i represents the time weight coefficient of the i-th time period; g(ω,ξ max ) and g(ω,ξ min ) are respectively the amplitude-frequency response functions of the road surface acceleration input to the suspension design objective when the system damping is maximum and minimum; t i is the start time of the i-th time period; ω k is the k-th frequency point of the time-frequency domain analysis; A r (ω k ,t i ) is the amplitude result corresponding to the i-th time period and the k-th frequency point; c in (ω k ) is the frequency-domain controller damping value corresponding to the k-th frequency point.

[0158] It should be noted that the foregoing explanation of the time-frequency domain control method embodiment of the semi-active structure system also applies to the time-frequency domain control device of the semi-active structure system in this embodiment, and will not be repeated here.

[0159] The time-frequency domain control device of the semi-active structure system proposed according to the embodiments of the present application analyzes the acceleration signal in the time-frequency domain, combines the pre-designed frequency domain controller with the amplitude-frequency response function of the design target, calculates the semi-active suspension damping coefficient that should be set at the current moment, and then adjusts the semi-active suspension control damping. It can achieve effective control of the suspension system without relying on the accurate model of the semi-active shock absorber. Only through a vertical acceleration sensor, it has significant advantages in terms of cost control and system implementation difficulty. At the same time, the constructed control system has a simple structure and flexible parameter settings. It can comprehensively consider multiple performance indicators such as sprung mass acceleration, suspension dynamic stroke, and tire dynamic deformation, carry out unified optimal control, balance handling and stability, has good engineering feasibility, and can effectively improve the comprehensive performance level of the vehicle suspension system.

[0160] Figure 13 The structural schematic diagram of the electronic device provided by the embodiments of the present application. The electronic device may include:

[0161] A memory 1301, a processor 1302, and a computer program stored on the memory 1301 and executable on the processor 1302.

[0162] When the processor 1302 executes the program, it implements the time-frequency domain control method of the semi-active structure system provided in the above embodiments.

[0163] Furthermore, the electronic device further includes:

[0164] A communication interface 1303 for communication between the memory 1301 and the processor 1302.

[0165] The memory 1301 is used to store the computer program executable on the processor 1302.

[0166] The memory 1301 may include a high-speed RAM memory, and may also include non-volatile memory, such as at least one disk memory.

[0167] If the memory 1301, the processor 1302, and the communication interface 1303 are implemented independently, the communication interface 1303, the memory 1301, and the processor 1302 can be interconnected through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 13 only a thick line is used to represent it in Figure 13 , but it does not mean that there is only one bus or one type of bus.

[0168] Optionally, in a specific implementation, if the memory 1301, the processor 1302, and the communication interface 1303 are integrated on a single chip, the memory 1301, the processor 1302, and the communication interface 1303 can communicate with each other through an internal interface.

[0169] The processor 1302 may be a Central Processing Unit (CPU), or an Application Specific Integrated Circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0170] This embodiment also provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, it implements the time-frequency domain control method of the semi-active structure system as described above.

[0171] The embodiments of the present application also provide a computer program product, including a computer program. The computer program can run computer instructions. When the computer instructions are executed by a processor, they implement the time-frequency domain control method of the semi-active structure system provided by the embodiments of the present application.

[0172] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0173] In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0174] Any process or method description shown in the flowchart or described in other ways herein may be understood to represent a module, segment, or portion of code including one or N executable instructions for implementing a customized logic function or process, and the scope of the preferred embodiments of this application includes additional implementations, where the functions may be executed in a substantially simultaneous manner or in the reverse order according to the functions involved, rather than in the order shown or discussed, which should be understood by those skilled in the art to which the embodiments of this application pertain.

[0175] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a definable sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus, or device), or in conjunction with these instruction execution systems, apparatus, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion (electronic device) having one or N wirings, a portable computer disk cartridge (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically by optically scanning the paper or other media, followed by editing, interpretation, or otherwise processing as appropriate, and then stored in a computer memory.

[0176] It should be understood that various parts of the present application can be implemented by hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application-specific integrated circuits having suitable combinational logic gate circuits, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), and the like.

[0177] Those of ordinary skill in the art of this technology can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by instructing relevant hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

[0178] In addition, each functional unit in various embodiments of the present application may be integrated into one processing module, or each unit may exist physically alone, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. When the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0179] The above-mentioned storage medium may be a read-only memory, a magnetic disk, an optical disc, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A time-frequency domain control method for a semi-active structure system, characterized in that, A vibration damping controller applied to a vehicle semi-active suspension system includes the following steps: Collect the vertical acceleration signal of the vehicle semi-active suspension system; Perform time-frequency domain analysis based on the vertical acceleration signal to extract the time-frequency domain characteristic information of the signal vector; Based on the time-frequency domain characteristic information, combine the preset frequency domain controller and amplitude-frequency response function to calculate the target semi-active suspension damping coefficient at the current moment, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

2. The method according to claim 1, wherein The performing time-frequency domain analysis based on the vertical acceleration signal to extract the time-frequency domain characteristic information of the signal vector includes: Calculate the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain characteristic information includes the frequency spectrum information in different time periods.

3. The method according to claim 1, characterized in that, The form of the preset frequency domain controller is: Among them, c in (ω) is the frequency domain controller; ω is the input road surface excitation frequency; ω s is the natural vibration frequency of the suspension system; are the adjusted results of parameters λ1, λ2, λ3 according to the differences in design objectives; c a,max , c a,min represent the maximum and minimum damping adjustable coefficients of the semi-active suspension; the subscript in represents the input damping signal; the subscript a represents the adjustable damping coefficient; the subscript s represents the suspension.

4. The method according to claim 1, characterized in that, Before calculating the target semi-active suspension damping coefficient at the current moment, it further includes: Determine the amplitude-frequency response function based on the amplitude-frequency response function of the road surface acceleration input to the suspension design target.

5. The method according to claim 1, wherein The calculation formula of the target semi-active suspension damping coefficient is: Among them, c in,p represents the semi-active suspension damping coefficient; N represents the number of divided time periods of the acceleration signal vector; c i * represents the damping coefficient in the i-th time period calculated by combining the preset frequency-domain controller and the amplitude-frequency response function; χ N-i represents the time weight coefficient of the i-th time period; g(ω, ξ max ) and g(ω, ξ min ) are respectively the amplitude-frequency response functions of the road surface acceleration input to the suspension design target when the system damping is the largest and the smallest, t i is the start time of the i-th time period, ω k is the k-th frequency point of the time-frequency domain analysis, A r (ω k , t i ) is the amplitude result corresponding to the i-th time period and the k-th frequency point, c in (ω k ) is the frequency-domain controller damping value corresponding to the k-th frequency point.

6. A time-frequency domain control device for a semi-active structural system, characterized in that, A vibration damping controller applied to a vehicle semi-active suspension system includes: A collection module for collecting the vertical acceleration signal of the vehicle semi-active suspension system; An extraction module for performing time-frequency domain analysis based on the vertical acceleration signal to extract the time-frequency domain characteristic information of the signal vector; A control module for calculating the target semi-active suspension damping coefficient at the current moment based on the time-frequency domain characteristic information, combining the preset frequency domain controller and amplitude-frequency response function, so as to adjust the semi-active suspension control damping based on the target semi-active suspension damping coefficient.

7. The device according to claim 6, characterized in that, The extraction module includes: A calculation unit for calculating the time-frequency domain characteristic information from the vertical acceleration signal by using the short-time Fourier transform, where the time-frequency domain characteristic information includes the frequency spectrum information in different time periods.

8. An electronic device, characterized in that, Includes: A memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the program to implement the time-frequency domain control method of the semi-active structure system according to any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to be used for implementing the time-frequency domain control method of the semi-active structure system according to any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, The computer program is executed to be used for implementing the time-frequency domain control method of the semi-active structure system according to any one of claims 1-5.

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