Suspension control method and system based on electromagnetic actuator and adjustable damping shock absorber

Abstract

The present application relates to the technical field of suspension control, and provides a suspension control method and system based on electromagnetic actuators and adjustable damping shock absorbers, wherein the electromagnetic actuators at four groups of suspensions are set as intelligent agents, the body and the wheel side vertical displacement, speed and the body vertical acceleration are taken as inputs, the consistency active control force is obtained through the multi-agent consistency algorithm, the damping active control force is obtained by combining the inertance coefficient and the acceleration damping control algorithm, and the target active control force is obtained through the genetic algorithm; then, the relevant driving state parameters and the current active control force are taken as inputs, the adaptive damping force is solved through the MPC algorithm under the constraints of the damping force and the tire dynamic load; and the electromagnetic actuators and the adjustable damping shock absorbers are controlled to output, so that the dynamic coordination of the two is achieved, the body vertical vibration in the body posture rapid regulation process is inhibited, and the vehicle stability and comfort are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of suspension control, in particular to a suspension control method and system based on an electromagnetic actuator and an adjustable damping shock absorber. BACKGROUND

[0002] The content of this part only provides background information related to the present application, which may not constitute prior art.

[0003] Vehicle suspension control is the key to vehicle dynamics performance, which determines ride comfort and affects tire and ground adhesion, and thus affects steering, braking and other lateral and longitudinal control effects. With the technological innovation of the automotive industry, users' demand for suspension has gone beyond conventional ride comfort, and rapid regulation and control of vehicle body posture under complex working conditions has also become a focus. Therefore, the research on active suspension continues to advance. In recent decades, electromagnetic active suspension has attracted attention from academia and industry due to its fast adjustment speed, high control precision and adaptability to harsh road conditions, and products have appeared on high-end passenger cars.

[0004] In the field of active suspension technology, two major technical solutions have been formed: hydraulic full-active suspension and electromagnetic full-active suspension. Electromagnetic full-active suspension is further divided into pure motor type, motor + elastic element type, motor + elastic element + fixed damping shock absorber type, etc. The active force and damping force of hydraulic full-active suspension are generated by oil medium, which is inherently coupled and cannot be independently adjusted, limiting control precision and response speed. Pure motor type: the active suspension lacks elastic support elements, and the motor needs to work continuously to meet the load demand, resulting in high energy consumption. Motor + elastic element type: lacks damping elements, poor effect in suppressing fine vibrations, and slow vibration convergence. Motor + elastic element + fixed damping shock absorber type: the damping cannot be adjusted, which hinders the rapid regulation of active force and affects control effect. Considering control effect and energy consumption, the electromagnetic active suspension structure of elastic element + electromagnetic actuator + adjustable damping shock absorber is the inevitable direction of technological development.

[0005] There are various related schemes in the prior art, but they all have certain defects. For example, the hydraulic suspension system disclosed in CN118386763B includes a hydraulic cylinder, a power module, and a first energy storage module. The piston in the hydraulic cylinder separates the first cavity and the second cavity. The power module drives the medium to flow between the two cavities. The two energy storage cavities of the energy storage module can be selectively connected to the two cavities. Although this system pursues higher conversion efficiency and adjustment rate, the vehicle needs to be equipped with four hydraulic pumps, which consumes more energy. Moreover, the active force and damping force are inherently coupled due to the characteristics of the oil medium, and cannot be independently adjusted.

[0006] For example, the disclosure No. CN103419588B proposes a three-stage damping adjustable active energy feeding suspension layered controller and its construction method, which divides the control system into planning stage, coordination stage and execution stage. The planning stage judges the vehicle motion posture and makes decision planning. The coordination stage receives upper layer instruction and refers to the feedback of the execution stage. The execution stage is responsible for specific control tasks. The damping switching controller switches the damping mode according to the vehicle body motion signal. However, this scheme only controls the damping force according to a single vehicle signal such as vehicle speed and driving mode, and only realizes multi-stage adjustment of the damping force, without considering the dynamic coordination relationship between the active actuator and the adjustable damping shock absorber.

[0007] For example, the disclosure No. CN118457125B discloses an active suspension system and control method for full-vector power chassis. The active suspension actuator meets the vehicle body stability control demand. The continuous adjustable damping shock absorber solves the vertical vibration problem. The multi-agent consistency control algorithm is adopted to improve the roll problem. The hybrid skyhook and groundhook control algorithm is combined to reduce the negative influence of the increased unsprung mass, realizing longitudinal, lateral and vertical control. However, although this scheme adopts the suspension assembly structure of the active actuator and the adjustable damping shock absorber, the control algorithm only realizes the suspension force control at the vehicle level, without specific coordination control of the actuator and the adjustable damping shock absorber at the suspension assembly level.

[0008] Therefore, there is an urgent need for a method that can realize independent adjustment of active force and damping force, and dynamic coordination control of the actuator and the adjustable damping shock absorber at the suspension assembly level. SUMMARY

[0009] To solve the above technical problems, the purpose of the present application is to provide a suspension control method and system based on an electromagnetic actuator and an adjustable damping shock absorber. Through the sleeving driving structure of the electromagnetic actuator and the adjustable damping shock absorber, combined with the multi-agent consistency algorithm, genetic algorithm weight distribution and MPC model predictive control, the target active control force and adaptive damping force are solved first, and then the two are controlled to output, realizing independent adjustment of active force and damping force, and achieving dynamic coordination control of the actuator and the adjustable damping shock absorber at the suspension assembly level.

[0010] The purpose of the present application is achieved by the following technical solutions:

[0011] In a first aspect, the present application provides a suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber. The electromagnetic actuator is connected to the vehicle body through a spring. The electromagnetic actuator is sleeved on the adjustable damping shock absorber and drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator.

[0012] The control method comprises:

[0013] Obtaining vehicle running state information, the running state information including vertical displacement, vertical velocity and vertical acceleration of the vehicle body side at four suspensions, and vertical displacement and vertical velocity of the wheel side at four suspensions;

[0014] The electromagnetic actuator at each suspension is taken as a single agent, and a mechanical relationship of the spring, the electromagnetic actuator and the adjustable damping shock absorber relative to the vehicle body side and the wheel side is established.

[0015] Based on the mechanical relationship, the vertical displacement and the vertical velocity of the vehicle body side and the wheel side are taken as inputs of a multi-agent consistency algorithm, and a corresponding consistency active control force is calculated based on a control logic that the vertical displacement and the vertical velocity corresponding to each agent tend to be consistent; an acceleration damping active control force is calculated based on a preset inertial capacity coefficient and the vertical acceleration; a control weight of the distribution of the consistency active control force and the acceleration damping active control force is calculated through a genetic algorithm, and a target active control force is obtained through weighted summation;

[0016] The vertical displacement and the vertical velocity of the vehicle body side, the vertical displacement and the vertical velocity of each wheel side and the current electromagnetic actuator active control force are taken as control inputs, and a preset damping force range and a tire dynamic load range are taken as constraints, and a current adaptive adjustable damping force is obtained through an MPC model predictive control algorithm.

[0017] The electromagnetic actuator is controlled according to the target active control force, and the adjustable damping shock absorber is controlled according to the adjustable damping force.

[0018] Further, the mechanical relationship is obtained through the following steps:

[0019] The pressure at both ends of the spring is calculated according to the equivalent mass and displacement at both ends of the spring.

[0020] The mechanical relationship is established based on mechanical equilibrium according to the direction of the pressure and the corresponding damping force, spring force and active control force.

[0021] Further, the control logic that the vertical displacement and the vertical velocity corresponding to each agent tend to be consistent specifically includes:

[0022] The control logic of the multi-agent consistency algorithm is that each agent takes the vertical displacement and the vertical velocity of the vehicle body side corresponding to the other three suspensions as a reference benchmark, and gradually approaches the preset range by dynamically adjusting the control output of itself.

[0023] Further, the expression of the multi-agent consistency algorithm is:

[0024]

[0025] In the formula, is a consistent active control force; , are gain coefficients of corresponding items respectively; , are the vertical vibration acceleration of the first , are the displacement of the body side on the spring at the first , are the velocity at the first , is a weight coefficient in a multi-agent communication graph; is the total number of agents.

[0026] Further, the control weights of the assigned consistent active control force and acceleration damping active control force are distributed by a genetic algorithm, specifically including:

[0027] Initialize a control weight population, and the population contains multiple control weight distribution schemes;

[0028] Establish a fitness function based on the root mean square values of the vertical vibration acceleration and roll angle of the vehicle body, and calculate the fitness value of each control weight distribution scheme according to the fitness function;

[0029] Perform a preset iteration cycle based on the fitness value until the control weight that minimizes the vertical vibration acceleration is obtained; the preset iteration cycle includes retaining the control weight distribution scheme whose fitness value reaches a threshold value through a selection operation; and performing a crossover and mutation operation on the retained control weight distribution scheme to generate a new control weight distribution scheme.

[0030] Further, the current adaptive adjustable damping force is obtained by solving the MPC model predictive control algorithm, specifically including:

[0031] Based on a seven-degree-of-freedom suspension mathematical model, the road surface disturbance and the current electromagnetic actuator active control force are taken as known input quantities, and the suspension system state after multiple steps is extracted through a prediction model;

[0032] The extracted suspension system state value is compared with a preset performance target value to construct a cost function with the vertical vibration acceleration of the spring and the spring as the core; the optimal control input quantity is solved by using a quadratic programming method with the preset damping force range and the tire dynamic load range as constraint conditions, and the current step control quantity in the solved control sequence is determined as the current adaptive adjustable damping force.

[0033] In a second aspect, the present application provides a suspension control system based on an electromagnetic actuator and an adjustable damping shock absorber, including:

[0034] ​The data acquisition module is configured to acquire vehicle driving state information, and the driving state information includes vertical displacement, vertical velocity, and vertical acceleration of the vehicle body side and vertical displacement and vertical velocity of the wheel side.

[0035] The mechanical relationship establishment module is configured to establish mechanical relationships of the spring, the electromagnetic actuator, and the adjustable damping shock absorber relative to the vehicle body side and the wheel side by regarding the electromagnetic actuator at each suspension as a single agent.

[0036] The active control force calculation module is configured to calculate a consistency active control force corresponding to each agent based on a control logic that the vertical displacement and the vertical velocity of each agent tend to be consistent, and calculate an acceleration damping active control force based on a preset inertance coefficient and the vertical acceleration.

[0037] The adjustable damping force calculation module is configured to calculate a current adaptive adjustable damping force by using the vertical displacement and the vertical velocity of the vehicle body side, the vertical displacement and the vertical velocity of each wheel side, and the current electromagnetic actuator active control force as control inputs, and using a preset damping force range and a tire dynamic load range as constraints.

[0038] The execution module is configured to control the electromagnetic actuator to output based on the target active control force, and control the adjustable damping shock absorber to output based on the adjustable damping force.

[0039] In a third aspect, the present application provides a suspension, which includes a coaxially arranged electromagnetic actuator, an adjustable damping shock absorber, and a spring.

[0040] Further, the adjustable damping shock absorber is one of a single-valve shock absorber, a double-valve shock absorber, a magnetorheological fluid adjustable damping shock absorber, or an electromagnetic valve type adjustable damping shock absorber.

[0041] In a fourth aspect, the present application provides a vehicle, which includes a vehicle body, a suspension arranged on the vehicle body, and a controller.

[0042] In summary, the technical scheme of the embodiment of the present application has at least the following advantages and beneficial effects:

[0043] The application is characterized in that the electromagnetic actuator is connected to the vehicle body through a spring and sleeved on the adjustable damping shock absorber, and the shock absorber is driven to move in the axial direction, the driving state information such as the vertical displacement, speed and vertical acceleration of the vehicle body at the four suspensions and the wheels is obtained through the sensor, the electromagnetic actuator is taken as a single intelligent agent, and the mechanical relationship of the spring, the electromagnetic actuator and the adjustable damping shock absorber relative to the vehicle body side and the wheel side is established; then, based on the mechanical relationship, the vertical displacement and speed of the vehicle body and the wheels are taken as the input, the consistent active control force is obtained through the multi-agent consistency algorithm, the acceleration damping active control force is calculated by combining the preset inertial capacity coefficient and the vertical acceleration, the weights of the two types of active control forces are distributed by using the genetic algorithm, the target active control force is obtained by weighted summation, the vertical displacement, speed and current electromagnetic actuator active control force of the vehicle body and the wheels are taken as the control input, the preset damping force range and the tire dynamic load range are taken as the constraint, the adaptive adjustable damping force is solved through the MPC model prediction control algorithm, the target active control force of the electromagnetic actuator and the corresponding damping force of the adjustable damping shock absorber are finally controlled respectively, the independent adjustment of the active force and the damping force is realized, the design of the multi-agent consistency control and the genetic algorithm optimization weight reduces the energy consumption, and the dynamic coordinated control of the actuator and the adjustable damping shock absorber at the suspension assembly level is realized through the MPC model prediction control. BRIEF DESCRIPTION OF DRAWINGS

[0044] Figure 1 A flowchart of a suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber is provided in the application.

[0045] Figure 2 A structure diagram of an active suspension is provided in the application.

[0046] Figure 3 An architecture diagram of active suspension control is provided in the application.

[0047] Figure 4 A principle diagram of active suspension control is provided in the application.

[0048] Figure 5 A comparison diagram of fixed damping force and adjustable damping force is provided in the application.

[0049] Figure 6 A comparison diagram of coordinated control and ordinary control is provided in the application.

[0050] Figure 7 A seven-degree-of-freedom suspension model diagram is provided in the application.

[0051] Figure 8 A structure diagram of a suspension control system based on an electromagnetic actuator and an adjustable damping shock absorber is provided in the application.

[0052] Icon: 1, electromagnetic actuator; 2, spring; 3, adjustable damping shock absorber; 201, data acquisition module; 202, mechanical relationship establishment module; 203, active control force calculation module; 204, adjustable damping force calculation module; 205, execution module. DETAILED DESCRIPTION

[0053] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. The components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0054] Embodiment 1

[0055] As shown in Figure 1 , Figure 2 and Figure 3 , the suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber proposed in the embodiments of the present application is provided, wherein the electromagnetic actuator is connected with a vehicle body through a spring, the electromagnetic actuator is sleeved on the adjustable damping shock absorber, and drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator.

[0056] The electromagnetic actuator is connected with the vehicle body through a spring, and the spring here is a coil spring, which is an elastic supporting element of the suspension system. One end of the spring is fixedly connected with an unsprung structure of the vehicle body, and the other end is rigidly connected with a fixed end of the electromagnetic actuator, as shown in Figure 2 The principle is to use the elastic deformation characteristics of the coil spring to bear the sprung weight of the vehicle body, so as to avoid that the electromagnetic actuator directly bears the basic bearing load, and to realize the separation of the bearing function and the active control function from the structural design level. In detail, the pre-tightening force and the elastic recovery force of the coil spring balance the sprung mass, so that the electromagnetic actuator only needs to focus on the active control of the vehicle body posture, greatly reduces the energy consumption of the actuator, at the same time provides a stable support foundation for the rapid response of the electromagnetic actuator, and guarantees the accuracy of the active control force output.

[0057] The electromagnetic actuator is sleeved on the adjustable damping shock absorber, the electromagnetic actuator adopts a hollow integrated structure design, the inner cavity profile is accurately matched with the outer profile size of the adjustable damping shock absorber, so that the adjustable damping shock absorber can be coaxially arranged in the inner cavity of the electromagnetic actuator, forming a nested integrated structure, and the axes of the two are kept coincident; based on the nested integrated structure, the electromagnetic actuator drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator, and the principle is that the electromagnetic actuator converts electric energy into linear driving force along the axial direction of the electromagnetic actuator according to the target active control force output by the control algorithm through electromagnetic induction principle, since the electromagnetic actuator and the adjustable damping shock absorber are coaxially nested, the axial driving force is directly transmitted to the adjustable damping shock absorber through the connecting structure of the two, driving the adjustable damping shock absorber to synchronously stretch and contract along the axial direction of the electromagnetic actuator, and the axial movement direction is completely consistent with the vertical vibration direction of the suspension system, ensuring that the damping force can accurately act on the vertical vibration suppression. The active control action of the electromagnetic actuator and the damping adjustment action of the adjustable damping shock absorber are realized in real time synchronization in the motion state.

[0058] Based on the above structure, the control method thereof, as shown in Figure 1 , includes:

[0059] S101, obtaining vehicle driving state information, the driving state information including the vertical displacement, vertical velocity and vertical acceleration of the vehicle body side of the four suspensions, and the vertical displacement and vertical velocity of the wheel side.

[0060] Specifically, based on the multi-sensor cooperative monitoring principle, the vertical displacement, vertical velocity and vertical acceleration of the vehicle body side of the four suspensions, and the vertical displacement and vertical velocity of the wheel side during the driving process of the vehicle are obtained by deploying sensors at key positions of the suspension system, wherein the four suspensions correspond to the front left (FL), front right (FR), rear left (RL) and rear right (RR) four suspension assemblies of the vehicle, covering all key execution units of the whole vehicle suspension system, and ensuring the globality of the state information.

[0061] The vertical displacement of the vehicle body side refers to the vertical position change amount of the mass on the spring relative to the ground reference coordinate system, which is measured by a displacement sensor installed at the connection position of the vehicle body and the suspension, can accurately capture the vertical vibration amplitude of the vehicle body, and can be used as a basis for judging the deviation of the vehicle body posture (such as pitch and roll); the vertical velocity of the vehicle body side is the rate of change of the vertical displacement of the vehicle body side with time, which can be measured by real-time differentiation processing of the vertical displacement signal or directly using a velocity sensor, and the measurement position is consistent with the vertical displacement sensor to ensure signal synchronization. This parameter can reflect the dynamic trend of the vertical vibration of the vehicle body. The vertical acceleration of the vehicle body side is the rate of change of the vertical velocity of the vehicle body side with time, which directly represents the severity of the vertical vibration of the vehicle body and is a key indicator for evaluating ride comfort. It is directly measured by a piezoelectric acceleration sensor installed on the vehicle body side. The vertical displacement of the wheel side refers to the vertical position change amount of the mass below the spring (wheel and related components) relative to the ground reference coordinate system, which is measured by a displacement sensor installed at the connection position of the wheel and the lower arm of the suspension. This parameter can reflect the contact state of the wheel and the ground and the excitation of the wheel by the road roughness; the vertical velocity of the wheel side is the rate of change of the vertical displacement of the wheel side with time, which is obtained by differentiation processing of the vertical displacement signal of the wheel side or direct measurement, and can reflect the dynamic response characteristics of the vertical vibration of the wheel. This parameter, in combination with the vertical velocity of the vehicle body side, can comprehensively represent the vertical dynamic coupling relationship of the suspension system.

[0062] In S102, the electromagnetic actuator at each suspension is taken as a single agent, and the mechanical relationship of the spring, the electromagnetic actuator and the adjustable damping shock absorber relative to the vehicle body side and the wheel side is established.

[0063] Specifically, the electromagnetic actuator at each suspension is taken as a single agent, and its core principle is to adapt to the functional requirements of the independent execution and collaborative control of the front left (FL), front right (FR), rear left (RL) and rear right (RR) four suspension assemblies in the full-active suspension system by relying on the distributed coordination control characteristics of the multi-agent system. Each electromagnetic actuator as an intelligent agent with autonomous response capability can realize local control decision-making under the overall control target framework based on the vehicle body side and wheel side state information perceived by itself, and achieve global cooperation through state interaction between multiple agents.

[0064] The mechanical relationship of the spring, electromagnetic actuator and adjustable damping shock absorber relative to the vehicle body side and the wheel side is established. The principle is based on the coupling characteristics of Newton's law of motion and the structure of the suspension system, and the force transmission path and interaction law between the core executive components (spring, electromagnetic actuator, adjustable damping shock absorber) and the vehicle body side (spring up) and the wheel side (spring down) are determined. Since the above components jointly constitute the dynamics core of the suspension system, their mechanical behavior directly determines the key performance indicators such as the vertical vibration of the vehicle body and the ground state of the wheels. Therefore, the beneficial effect of establishing this mechanical relationship is to provide an accurate and practical physical model basis for the subsequent control algorithm derivation, effectively avoiding the calculation deviation of the active control force and damping force caused by the ambiguity of the mechanical relationship, ensuring that the control strategy can truly reflect the system dynamics response characteristics, and providing a reliable theoretical basis for the rapid regulation and control of the vehicle body posture and the suppression of vertical vibration.

[0065] Wherein, the mechanical relationship is calculated and deducible by decomposing the complex mechanical relationship into quantifiable local parameters. Specifically, the pressure at both ends of the spring is calculated according to the equivalent mass and displacement at both ends of the spring. The equivalent mass specifically refers to the spring-up equivalent mass corresponding to the vehicle body side (i.e. the combined inertial mass of the vehicle body and the upper components of the suspension rigidly connected to the vehicle body) and the spring-down equivalent mass corresponding to the wheel side (i.e. the combined inertial mass of the wheels, hubs and lower control arms of the suspension). The principle is based on the equivalent mass modeling theory, which simplifies the complex actual component mass into a centralized equivalent mass, ensuring accurate representation of the actual inertia characteristics while avoiding the exponential increase in calculation complexity caused by the dispersion of component mass. The displacement at both ends of the spring is the vertical displacement of the vehicle body side and the vertical displacement of the wheel side obtained as described above. According to Hooke's law, the pressure at both ends of the spring is equal to the product of the spring stiffness coefficient and the relative displacement at both ends. Through this calculation logic, the elastic force of the spring under the current motion state can be quantitatively obtained. Then, based on the pressure and the directions of the corresponding damping force, spring force and active control force, the mechanical relationship is established based on the mechanical balance. The damping force is the force generated by the adjustable damping shock absorber during operation to resist the relative motion of the components. Its direction is always opposite to the relative motion direction of the spring, electromagnetic actuator and adjustable damping shock absorber, and is used to suppress the vertical vibration of the vehicle body side and the wheel side. The spring force is the pressure at both ends of the spring calculated as described above, and its direction is along the spring axis pointing to the component balance position, bearing the basic load bearing function of the spring-up mass. The active control force is the active control force output by the electromagnetic actuator according to the control demand, and its direction can be dynamically adjusted according to the vehicle body posture control target, used to correct the vertical displacement and speed deviation of the vehicle body. The direction determination of each force is based on the relative motion trend of the vehicle body side and the wheel side, ensuring that the direction of the force is consistent with the system dynamics response characteristics.

[0066] Wherein, the expression of the mechanical relationship is as follows:

[0067] (1)

[0068] wherein, is the sprung mass; is the second derivative of (sprung displacement) representing the sprung acceleration; is the unsprung mass; is the second derivative of (un-sprung displacement) representing the unsprung acceleration; is the damping force; is the spring force; is the control input; is the tire force, i.e. the force of the tire, such as the spring force, the support force, etc. acting on the suspension structure.

[0069] S103, based on the mechanical relationship, taking the vertical displacement and the vertical velocity of the vehicle body side and the wheel side as the input of the multi-agent consistency algorithm, based on the control logic that the vertical displacement and the vertical velocity corresponding to each agent tend to be consistent, the corresponding consistency active control force is calculated; based on the preset inerter coefficient and the vertical acceleration, the acceleration damping active control force is calculated; the control weight of the distributed consistency active control force and the acceleration damping active control force is calculated through the genetic algorithm, and the weighted sum is carried out to obtain the target active control force, as shown in Figure 4 .

[0070] wherein, Figure 4 in , , is the vertical displacement of the sprung mass, the vertical velocity of the sprung mass and the vertical acceleration of the sprung mass of the front left position wheel, respectively; , , is the vertical displacement of the sprung mass, the vertical velocity of the sprung mass and the vertical acceleration of the sprung mass of the front right position wheel, respectively; , , is the vertical displacement of the sprung mass, the vertical velocity of the sprung mass and the vertical acceleration of the sprung mass of the rear left position wheel, respectively; , , is the vertical displacement of the sprung mass, the vertical velocity of the sprung mass and the vertical acceleration of the sprung mass of the rear right position wheel, respectively; , is the vertical displacement of the unsprung mass, the vertical velocity of the unsprung mass of the front left position wheel, respectively; , is the vertical displacement of the unsprung mass, the vertical velocity of the unsprung mass of the front right position wheel, respectively; , is the sprung mass vertical displacement of the left front wheel, and is the sprung mass vertical velocity of the left front wheel; , is the sprung mass vertical displacement of the right front wheel, and is the sprung mass vertical velocity of the right front wheel; Figure 4 The formula in is shown in formula (3).

[0071] Specifically, the aforementioned mechanical relationship clarifies the force transmission path and interaction law of each core execution component, providing a physical model basis that conforms to actual working conditions for subsequent control algorithms, ensuring the consistency of control input and system dynamic response characteristics, and therefore the vertical displacement and vertical velocity of the vehicle body side and the wheel side as input parameters of the multi-agent consistency algorithm have sufficient theoretical basis. Among them, the vehicle body side vertical displacement directly reflects the attitude deviation of the vehicle body, the wheel side vertical displacement represents the contact state of the wheel and the ground and the road excitation transmission effect, and the vertical velocities of the two reflect the dynamic change trend. The coordinated input of the above parameters can comprehensively represent the vertical dynamics state of the suspension system, and provide accurate state feedback for consistency control.

[0072] The control logic core of the multi-agent consistency algorithm is to regard the electromagnetic actuator at each suspension as an independent agent, and each agent takes the vehicle body side vertical displacement and vertical velocity corresponding to the other three suspensions as the reference benchmark, and gradually approaches the preset allowed range of the vehicle body side vertical displacement difference and vertical velocity difference corresponding to the four agents by dynamically adjusting its own control output. The essence is to utilize the distributed coordination characteristics of the multi-agent system to realize the collaborative regulation of the vehicle suspension system, and avoid the imbalance of the vehicle body attitude caused by independent control of a single suspension. The consistency active control force calculated by the control logic can quickly correct the attitude deviation of the vehicle body, and ensure that the vehicle always maintains horizontal stability under complex working conditions such as turning and passing through uneven road. Its beneficial effect lies in significantly improving the vehicle handling stability, avoiding secondary attitude fluctuation caused by excessive regulation of local suspension, and laying a foundation for ride comfort.

[0073] Among them, the specific control protocol of the multi-agent consistency algorithm is:

[0074] (2)

[0075] In the formula, is the consistency active control force; , are gain coefficients corresponding to the items; , are the displacements of the first , spring on the vehicle body side; , are the displacements of the second , The speed at that location; These are the weighting coefficients in a multi-agent communication graph. This represents the total number of intelligent agents.

[0076] Based on the solution of the consistent active control force, an acceleration damping active control force is introduced. This design is based on the fact that while the consistent algorithm can quickly adjust the vehicle's attitude, its effect on suppressing vertical vibration acceleration is limited. Vertical acceleration directly characterizes the severity of vehicle vibration and is a core indicator for evaluating ride comfort. This part of the control is calculated based on a preset inertia coefficient and the vehicle's lateral vertical acceleration. The preset inertia coefficient is the optimal parameter determined through prior simulation analysis and real-vehicle calibration, based on the equivalent sprung mass and unsprung mass of the suspension system and the design vibration decay rate. Its physical significance lies in simulating the system's inertial damping characteristics, ensuring that the acceleration damping control matches the inherent dynamic characteristics of the suspension system. The vehicle's lateral vertical acceleration is directly measured using a piezoelectric accelerometer, which can capture the severity of the vehicle's vertical vibration in real time. The calculation principle of the acceleration damping active control force is to convert the vertical acceleration into a corresponding damping suppression force through the inertia coefficient, i.e.:

[0077] (3)

[0078] In the formula, For the position on the vehicle body Active control over the target; For the position on the vehicle body Consistent proactive control; For vehicle body position Active control force for acceleration damping; This refers to the control force adjustment coefficient in a hybrid control law. =1, 2, 3, 4, the corresponding numbers represent the positions of the vehicle body: front left, front right, rear left, and rear right, respectively; for example... Figure 4 middle, Active control force for the target position at the left front of the vehicle body; Active control force for the target position at the right front of the vehicle body; Active control force for the target position of the left rear vehicle body; Active control force for the target position of the right rear vehicle body; This refers to consistent active control force located at the left front of the vehicle body; This refers to consistent active control force located at the right front of the vehicle body; This refers to consistent active control force located at the left rear of the vehicle body; This refers to consistent active control force located at the left rear of the vehicle body; The active control force for acceleration damping at the left front of the vehicle body; The active control force for acceleration damping at the right front of the vehicle body; The active control force for acceleration damping at the left rear of the vehicle body; This refers to the active control force for acceleration damping at the right rear of the vehicle body.

[0079] In formula (3):

[0080] (4)

[0081] In the formula, The preset inertia coefficient for the corresponding position; This represents the lateral vertical acceleration of the vehicle body at the corresponding location.

[0082] This approach establishes a positive correlation between control force and vibration acceleration; the more intense the vibration, the greater the suppression force, thus achieving precise and rapid attenuation of vertical vibrations. It overcomes the shortcomings of multi-agent consensus algorithms in vibration suppression, effectively avoiding residual vibrations that may occur during vehicle posture control, and significantly improving vehicle ride comfort.

[0083] To achieve optimal coordination between consistent active control and acceleration-damping active control, this step employs a genetic algorithm to dynamically allocate the control weights of both, and obtains the target active control force through weighted summation. Specifically, the genetic algorithm uses the n-dimensional decision variable X=[x1,x2,x3,…,x…] n ] T Use n symbols X i The string of symbols (i=1,2,…,n) is used to represent: X=X1X2…Xn ➩ X=[x1,x2,x3,…,x n ] T Each X i Considering X as a single genetic gene, all its possible values ​​are called alleles. X can be viewed as a chromosome composed of n genes. Depending on the situation, alleles can be a set of integers or real values ​​within a certain range. The X formed by different allele combinations is the individual's genotype, and the corresponding X value f(X) is the individual's phenotype. The fitness of an individual is related to its corresponding individual phenotype X; the closer X is to the optimal point of the objective function, the greater its fitness; conversely, the closer it is to the optimal point of the objective function, the smaller its fitness. The principle of using a genetic algorithm to dynamically allocate the control weights of the two is that the control objectives of the two control forces have different priorities—the consistency active control force focuses on vehicle posture stability, while the acceleration damping active control force focuses on vertical vibration suppression. However, the requirements for posture stability and ride comfort differ under different driving conditions (such as high-speed straight driving, low-speed cornering, and passing speed bumps). Fixed weight allocation cannot adapt to the requirements of all driving conditions, so a global optimization algorithm is needed to determine the dynamically optimal weights. In the specific implementation process, the control weight population is first initialized. Each individual in the population corresponds to a set of control weight allocation schemes (i.e., with 1- wherein is a weight coefficient of the consistency active control force, 0 <1), the population size is determined according to the optimization accuracy and the calculation efficiency, and the weight combination range is ensured to be covered sufficiently; then, a fitness function is established based on the root mean square value of the vertical vibration acceleration of the vehicle body, the root mean square value of the roll angle, and the root mean square value of the pitch angle, and the expression is as follows:

[0084] (5)

[0085] wherein, is the fitness value; is the root mean square value of the pitch angle of the vehicle; is the root mean square value of the roll angle of the vehicle; is the root mean square value of the vertical vibration acceleration of the vehicle.

[0086] The design logic of the function is to comprehensively consider the smoothness (vertical acceleration) and the handling stability (roll angle and pitch angle) as two core performance indicators, and the fitness value calculated is negatively related to the comprehensive optimization target of the above indicators, that is, the better the indicators, the higher the fitness value; then, based on the fitness value, a preset iteration cycle is carried out, and in the iteration process, the weight distribution scheme with the fitness reaching a threshold value is reserved through the selection operation, the genetic transmission of the excellent control strategy is ensured, the gene recombination of the reserved scheme is carried out through the crossover operation, the individuals with new weight combinations are generated to expand the search range, the random weight adjustment is introduced through the mutation operation to avoid the algorithm falling into a local optimal solution, until the iteration reaches a preset number of times or the fitness value tends to be stable, and finally the control weight that minimizes the vertical vibration acceleration and optimizes the attitude parameters is obtained; finally, the final control input of the electromagnetic actuator is obtained according to the weighted summation formula of formula (4). The dynamic balance adaptation of the two control forces is realized, compared with the fixed weight control, the full-condition adaptability of the control strategy is greatly improved, the target active control force can quickly level the vehicle attitude and effectively attenuate the vertical vibration, and at the same time, the performance redundancy under a single control target is avoided, the energy consumption of the electromagnetic actuator is significantly reduced, and the accuracy and efficiency of the active control force output are ensured.

[0087] S104, taking the vertical displacement and vertical velocity of the vehicle body side, the vertical displacement and vertical velocity of each wheel side, and the current electromagnetic actuator active control force as the control input, taking the preset damping force range and the tire dynamic load range as the constraint, and solving the current adaptive adjustable damping force through the MPC model predictive control algorithm.

[0088] Specifically, the preset damping force range and the tire dynamic load range are taken as constraints, and the principle is that the damping force output of the adjustable damping shock absorber is limited by its physical structure, material properties and control current range. The preset damping force range is a reasonable boundary based on the design parameters of the shock absorber, the rated working load and the real vehicle reliability test calibration, and exceeding the range will cause the shock absorber sealing failure, damping adjustment failure and other faults. The tire dynamic load range is a safety boundary set based on the tire specification, ground adhesion coefficient and vehicle handling stability requirement, and the tire dynamic load directly determines the adhesion ability of the tire and the ground, and exceeding the reasonable range will cause the tire ground adhesion to decrease, causing side slip, brake distance extension and other safety risks. By defining the physical boundary and the safety boundary, the damage of the shock absorber caused by excessive damping force adjustment or the deterioration of the tire adhesion ability is avoided, and the working reliability and the driving safety of the suspension system are ensured, and the feasible region is determined for the optimization solution of the damping force.

[0089] The current adaptive adjustable damping force is obtained by the MPC (Model Predictive Control) model predictive control algorithm, and the principle is that the MPC model predictive control algorithm is an advanced control strategy based on rolling optimization, which can predict the state evolution trend in the future multiple sampling steps by using the system mathematical model, and solve the optimal control sequence by online optimization, which can effectively handle the complex control problem of multiple constraints and multiple targets, and adapt to the demand of coordinated control of the adjustable damping shock absorber and the electromagnetic actuator, that is, while responding to the real-time state change, the multiple performance targets and constraint conditions are considered.

[0090] Specifically, as shown in Figure 7 Figure 7 ​In the middle, the mechanical analysis of the four suspensions is the same, and the dashed line position is the mechanical analysis of the suspension, which is exactly the same as the other three suspensions), first, based on the seven-degree-of-freedom suspension mathematical model, the road disturbance and the current electromagnetic actuator active control force are taken as known input, the suspension system state after multiple steps is extracted through the prediction model, the principle is: the seven-degree-of-freedom suspension mathematical model is a high-precision dynamic model established for the whole vehicle suspension system, covering three degrees of freedom of vehicle body vertical, pitch and roll, and four degrees of freedom of wheel vertical vibration, which can fully and accurately represent the dynamic coupling relationship between the vehicle body and the wheels. Compared with the low-degree-of-freedom model, its description of system inertia characteristics and force transmission path is more in line with the actual working condition, providing a solid physical basis for the prediction model; the road disturbance is the core external excitation affecting the suspension vibration, which is obtained through the collection of road spectrum in the early stage and real-time monitoring of vehicle sensors. As a known input, it is because the road excitation has predictability on the suspension system, and its influence on the subsequent state can be deduced through the model; the current electromagnetic actuator active control force is taken as a known input, because this force has been determined through step S103, and it is a deterministic variable of active regulation at the current time. The solution of damping force needs to be matched based on this active force to avoid dynamic conflict between the two. The principle of extracting the system state after multiple steps is that the foresight of MPC algorithm depends on the multi-step prediction of future state, and the setting of multiple steps can fully capture the dynamic evolution process of system vibration, avoid the short-sighted optimization caused by single-step prediction, and ensure the global optimality of the optimization result.

[0091] Secondly, the extracted suspension system state value is compared with a preset performance target value, a cost function is constructed with the vertical vibration acceleration of the spring and the spring as the core, and the principle is that: the preset performance target value is an ideal state value set based on the design requirements of the vehicle ride comfort and handling stability, including the optimal threshold of the vertical vibration acceleration of the spring and the spring, the allowable range of the body posture deviation, the tire dynamic load fluctuation limit, etc. By comparing the predicted state value with the target value, the deviation between the current state and the ideal state of the system can be quantified, providing a quantitative basis for the construction of the cost function. The cost function takes the vertical vibration acceleration of the spring and the spring as the core because the vertical vibration acceleration of the spring directly determines the ride comfort and is the core index for evaluating the vehicle comfort, and the vertical vibration acceleration of the spring directly affects the contact stability of the wheel and the ground, and then relates to the tire adhesion capacity and the handling safety. Taking the two as the core can realize the dual optimization goal of ride comfort and handling stability, and auxiliary optimization items such as body pitch angle deviation, roll angle deviation, tire dynamic load fluctuation amount, etc. can be introduced, and a multi-objective fusion cost function is formed by weighted summation. The weight coefficient is determined based on the vehicle performance priority through real vehicle calibration, ensuring that the cost function can accurately reflect the demand of multi-objective optimization. The optimization target is more clear through the quantification of state deviation, and the cost function with the core performance index as the core ensures that the optimization direction is consistent with the vehicle design target, and the fusion of multiple objectives avoids the deterioration of other performances caused by single performance optimization, ensuring the optimization of the comprehensive performance of the suspension system.

[0092] Finally, the optimal control input is solved by using the quadratic programming method with the preset damping force range and the tire dynamic load range as the constraint conditions, and the current step control amount in the solved control sequence is determined as the current adaptive adjustable damping force. The principle is that: quadratic programming is an efficient numerical algorithm for solving convex optimization problems with constraints. The objective function is a quadratic function, and the constraint condition is a linear inequality or equality constraint, so that the mathematical characteristics of the cost function (quadratic form) and the constraint condition (linear boundary constraint) in the application can be matched, and the global optimal solution can be quickly solved to meet the timeliness requirements of the suspension system real-time control (the control period needs to match the sensor sampling period, usually milliseconds). The core logic of solving the optimal control input is to find the damping force output value that minimizes the cost function within the feasible region defined by the constraint condition, which is the optimal damping force that can make the system state closest to the ideal target value. The current step control amount is used as the adaptive damping force because the MPC algorithm uses a rolling optimization strategy, and only the current step control amount of the control sequence is executed at each sampling time. The new system state (updated body side and wheel side state parameters) will be used to perform multi-step prediction and optimization again at the next sampling time. This rolling execution method can real-time correct the prediction deviation caused by road disturbance mutation and system parameter fluctuation, ensuring the real-time adaptability of the damping force adjustment.

[0093] The specific calculation formula is as follows:

[0094] According to Newton's law of motion, the motion equation of the seven-degree-of-freedom suspension vibration system is as follows:

[0095] The vertical motion equation of the vehicle body (sprung mass) is:

[0096] (6)

[0097] In the formula, is the vehicle body mass; is the second derivative of (the vertical displacement of the vehicle body mass center) and represents the vertical displacement acceleration; is the suspension force of the left front wheel (the suspension force includes the damping force and the elastic force); is the suspension force of the right front wheel; is the suspension force of the left rear wheel; is the suspension force of the right rear wheel.

[0098] The vehicle body pitching motion equation is:

[0099] (7)

[0100] In the formula, is the vehicle body pitching moment of inertia; is the distance from the front axle to the vehicle body mass center; is the distance from the rear axle to the vehicle body mass center; is the second derivative of (the vehicle body pitching angle) and represents the vehicle body pitching angle acceleration.

[0101] The vehicle body roll motion equation is:

[0102] (8)

[0103] In the formula, is the vehicle body roll moment of inertia; is the second derivative of (the vehicle body roll angle) and represents the vehicle body roll angle acceleration; is half of the wheel track.

[0104] The vertical motion equation of the wheel (unsprung mass) is:

[0105] (9)

[0106] In the formula,

[0107] (10)

[0108] (11)

[0109] (12)

[0110] (13)

[0111] (14)

[0112] In the formula, For vehicle body weight; For the car body Unsprung mass at the location (wheel); for Vertical displacement of the unsprung mass of the wheel; for Vertical acceleration of the unsprung mass of the wheel; For the car body The equivalent stiffness of the wheel at the location; For the car body Vertical excitation of the road surface at the location; For the car body The suspension damping coefficient at the location; For the car body The suspension force of the wheel at the location (the suspension force includes damping force and elastic force). For the car body Suspension stiffness at the location; This represents the vertical displacement of the vehicle's center of gravity. for Vertical displacement of the sprung mass of the wheel; for Vertical displacement of the unsprung mass of the wheel; Let be the first derivative of the displacement, representing the position. Vertical velocity of the sprung mass; Let be the first derivative of the displacement, representing the position. The vertical velocity of the unsprung mass corresponds to the vertical velocity of the vehicle's center of gravity. For the car body Adjustable damping force at the location; This represents the vertical displacement of the vehicle's center of gravity. This is the distance from the front axle to the center of gravity of the vehicle body. This is the distance from the rear axle to the center of gravity of the vehicle body. It is half the track width; The vehicle body pitch angle; This refers to the vehicle body roll angle; =1, 2, 3, 4, the corresponding numbers represent the positions of the vehicle body at the front left, front right, rear left, and rear right, respectively.

[0113] The control of adjustable damping shock absorbers can be considered as being based on the main force. Solving the optimal adjustable damping force with known conditions For this control system, 14-dimensional state variables are selected :

[0114] (15)

[0115] where, is the vertical displacement of the vehicle body mass center; is the first-order derivative of the displacement, corresponding to the vertical velocity of the vehicle body mass center; is the pitch angle of the vehicle body; is the first-order derivative of the pitch angle, corresponding to the pitch angle velocity; is the roll angle of the vehicle body; is the first-order derivative of the roll angle, corresponding to the roll angle velocity; is the vertical displacement of the unsprung mass (left front wheel); is the first-order derivative of the displacement, corresponding to the vertical velocity of the unsprung mass (left front wheel); is the vertical displacement of the unsprung mass (right front wheel); is the first-order derivative of the displacement, corresponding to the vertical velocity of the unsprung mass (right front wheel); is the vertical displacement of the unsprung mass (left rear wheel); is the first-order derivative of the displacement, corresponding to the vertical velocity of the unsprung mass (left rear wheel); is the vertical displacement of the unsprung mass (right rear wheel); is the first-order derivative of the displacement, corresponding to the vertical velocity of the unsprung mass (right rear wheel).

[0116] Define the active control force , the adjustable damping force , and the road surface disturbance input W as follows:

[0117] (16)

[0118] (17)

[0119] (18)

[0120] where, is the road vertical excitation of the left front wheel; is the road vertical excitation of the right front wheel; is the road vertical excitation of the left rear wheel; is the road vertical excitation of the right rear wheel; is the adjustable damping force of the left front wheel; is the adjustable damping force of the right front wheel; is the adjustable damping force of the left rear wheel; is the adjustable damping force of the right rear wheel. target active control force for the left front body position (i.e. the left front wheel); target active control force for the right front body position (i.e. the right front wheel); target active control force for the left rear body position (i.e. the left rear wheel); target active control force for the right rear body position (i.e. the right rear wheel).

[0121] The seven-degree-of-freedom suspension system state space equation of the whole vehicle is as follows:

[0122] (19)

[0123] wherein, , , , are the dimensional matrices, which are derived from the seven-degree-of-freedom suspension vibration system motion equation and each state quantity of the control system, i.e. derived from formulas (6)-(14).

[0124] S105, the electromagnetic actuator is controlled to output according to the target active control force, and the adjustable damping shock absorber is controlled to output according to the adjustable damping force. Based on the control method in Embodiment 1 and the prior art, as shown in Figure 5 and Figure 6 wherein, Figure 5 the dashed area surrounded by a in the figure is the adjustable damping shock absorber output force interval in the application, and b is the curve of the damping force fixed output. Figure 6 c in the figure is the effect of coordinated control, and d is the effect of ordinary control. Based on the two figures, it can be seen that the application is obviously superior to the prior art.

[0125] Embodiment 2:

[0126] Based on the same inventive concept, as shown in Figure 8 the application provides a suspension control system based on an electromagnetic actuator and an adjustable damping shock absorber, comprising:

[0127] a data acquisition module for acquiring vehicle driving state information, the driving state information including vertical displacement, vertical velocity, vertical acceleration of the body side of the four suspensions, vertical displacement of the wheel side, and vertical velocity of the wheel side;

[0128] a mechanical relationship establishment module for establishing the mechanical relationship of the spring, the electromagnetic actuator and the adjustable damping shock absorber relative to the body side and the wheel side of each suspension by taking the electromagnetic actuator of each suspension as a single intelligent agent;

[0129] The active control force calculation module is configured to: take the vertical displacement and the vertical velocity of the vehicle body side and the vertical displacement and the vertical velocity of the wheel side as inputs of the multi-agent consistency algorithm according to a mechanical relationship; and calculate a corresponding consistency active control force based on a control logic that the vertical displacement and the vertical velocity of each agent tend to be consistent.

[0130] The adjustable damping force calculation module is configured to: take the vertical displacement and the vertical velocity of the vehicle body side, the vertical displacement and the vertical velocity of each wheel side, and the current electromagnetic actuator active control force as control inputs; take a preset damping force range and a tire dynamic load range as constraints; and solve a current adaptive adjustable damping force by using an MPC model predictive control algorithm.

[0131] The execution module is configured to control the electromagnetic actuator to output according to the target active control force and control the adjustable damping shock absorber to output according to the adjustable damping force.

[0132] Embodiment 3:

[0133] Based on the same inventive concept, the present application provides a suspension, which comprises a coaxially arranged electromagnetic actuator, an adjustable damping shock absorber and a spring, the electromagnetic actuator is connected with the vehicle body through the spring, the electromagnetic actuator is sleeved on the adjustable damping shock absorber and drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator.

[0134] Specifically, the suspension structure realizes the optimization of the force transmission path through the coaxial layout, ensures that the movement directions of the electromagnetic actuator and the adjustable damping shock absorber are consistent with the vertical vibration direction of the suspension, and thus improves the control precision and response efficiency. The coaxial arrangement reduces the motion interference between components and reduces energy loss, thereby providing a physical basis for the cooperation of active control and damping adjustment.

[0135] The electromagnetic actuator is connected with the vehicle body through the spring, and the spring is specifically a coil spring, which is an elastic supporting element of the suspension system. One end of the coil spring is fixedly connected with an unsprung structure of the vehicle body, and the other end is rigidly connected with a fixed end of the electromagnetic actuator. The principle is to use the elastic deformation characteristics of the coil spring to bear the static load of the sprung mass of the vehicle body, so as to separate the base bearing function and the active control function. The pre-tightening force and the elastic restoring force of the coil spring balance the sprung mass, so that the electromagnetic actuator does not need to continuously output force to maintain the vehicle body height, which greatly reduces the energy consumption of the actuator, at the same time, provides a stable support basis for the rapid response of the electromagnetic actuator, and guarantees the accuracy and reliability of the active control force output.

[0136] The electromagnetic actuator is sleeved on the adjustable damping shock absorber and drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator. The electromagnetic actuator adopts a hollow integrated structure design, the inner cavity profile is accurately matched with the outer profile size of the adjustable damping shock absorber, so that the adjustable damping shock absorber can be coaxially arranged in the inner cavity of the electromagnetic actuator to form a nested integrated structure. The principle is that the electromagnetic actuator converts electric energy into linear driving force along the axial direction of the electromagnetic actuator based on the target active control force output by the control algorithm through electromagnetic induction. Since the two are coaxially nested, the driving force is directly transmitted to the adjustable damping shock absorber through mechanical connection, driving the adjustable damping shock absorber to synchronously stretch and contract along the axial direction. This design ensures the consistency of the direction of the damping force and the active force, avoids the motion coupling deviation, realizes the real-time synchronization of the active control action of the electromagnetic actuator and the damping adjustment action of the adjustable damping shock absorber in time and space, and improves the coordination of vibration suppression.

[0137] The adjustable damping shock absorber is one of a single-valve shock absorber, a double-valve shock absorber, a magnetorheological fluid adjustable damping shock absorber or an electromagnetic valve type adjustable damping shock absorber.

[0138] Embodiment 4:

[0139] Based on the same inventive concept, the application provides a vehicle, comprising a vehicle body, a suspension arranged on the vehicle body and a controller, the controller comprising a memory, a processor and a computer program stored on the memory and executable on the processor, and the processor implements the steps corresponding to the method of embodiment 1 when executing the computer program.

[0140] The above is only the preferred embodiment of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber, characterized in that, The electromagnetic actuator is connected to the vehicle body via a spring. The electromagnetic actuator is sleeved on the adjustable damping shock absorber and drives the adjustable damping shock absorber to move along the axial direction of the electromagnetic actuator. The control method includes: Obtain vehicle driving status information, which includes vertical displacement, vertical velocity, vertical acceleration at the four suspension points on the vehicle body side, vertical displacement at the wheel side, and vertical velocity at the wheel side. By treating each electromagnetic actuator at each suspension point as a single intelligent agent, the mechanical relationship between the spring, the electromagnetic actuator, and the adjustable damping shock absorber relative to the vehicle body side and the wheel side is established. Based on the aforementioned mechanical relationship, the vertical displacement and vertical velocity of the vehicle body side and wheel side are used as inputs to the multi-agent consensus algorithm. Based on the control logic that the vertical displacement and vertical velocity of each agent tend to be consistent, the corresponding consensus active control force is calculated. Based on the preset inertia coefficient and vertical acceleration, the acceleration damping active control force is calculated. The control weights of the consensus active control force and the acceleration damping active control force are allocated through a genetic algorithm, and the target active control force is obtained by weighted summation. Using the vertical displacement and vertical velocity of the vehicle body side, the vertical displacement and vertical velocity of each wheel side, and the current electromagnetic actuator active control force as control inputs, and using the preset damping force range and tire dynamic load range as constraints, the currently adapted adjustable damping force is obtained by solving the MPC model predictive control algorithm. The electromagnetic actuator output is controlled according to the target active control force, and the adjustable damping damper output is controlled according to the adjustable damping force.

2. The suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber according to claim 1, characterized in that, The mechanical relationship is obtained through the following steps: Calculate the pressure at both ends of the spring based on the equivalent mass and displacement at both ends of the spring; Based on the pressure and the directions of the corresponding damping force, spring force, and active control force, the mechanical relationship is established based on mechanical equilibrium.

3. The suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber according to claim 1, characterized in that, The control logic that ensures the vertical displacement and vertical velocity of each intelligent agent tend to be consistent specifically includes: Each agent uses the vertical displacement and vertical velocity of the vehicle body corresponding to the other three suspensions as a reference benchmark. By dynamically adjusting its own control output, the difference in vertical displacement and vertical velocity of the vehicle body corresponding to the four agents gradually approaches the preset range.

4. The suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber according to claim 3, characterized in that, The expression for the multi-agent consensus algorithm is: In the formula, For consistent proactive control; , These are the gain coefficients for the corresponding terms; , The first , The displacement of the spring on the side of the vehicle body; , The first , The speed at that location; These are the weighting coefficients in a multi-agent communication graph. This represents the total number of intelligent agents.

5. The suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber according to claim 1, characterized in that, The control weights for the consistency active control force and the acceleration damping active control force are allocated using a genetic algorithm, specifically including: Initialize a control weight population, which contains multiple control weight allocation schemes; A fitness function is established based on the root mean square values ​​of the vehicle body vertical vibration acceleration and roll angle, and the fitness value of each control weight allocation scheme is calculated according to the fitness function. Based on the fitness value, a preset iterative cycle is performed until the control weight that minimizes the vertical vibration acceleration is obtained; the preset iterative cycle includes retaining the control weight allocation scheme that has reached the fitness threshold through a selection operation; and performing crossover and mutation operations on the retained control weight allocation scheme to generate a new control weight allocation scheme.

6. The suspension control method based on an electromagnetic actuator and an adjustable damping shock absorber according to claim 1, characterized in that, The process of obtaining the currently adapted adjustable damping force through the MPC model predictive control algorithm specifically includes: Based on the seven-degree-of-freedom suspension mathematical model, road disturbances and the current electromagnetic actuator active control force are used as known inputs. The suspension system state after multiple steps is extracted through the prediction model. The extracted suspension system state values ​​are compared with the preset performance target values ​​to construct a cost function with the vertical vibration acceleration of the spring's upper and lower parts as the core. With the preset damping force range and tire dynamic load range as constraints, the optimal control input is solved using a quadratic programming method. The current step control quantity in the solved control sequence is determined as the currently adapted adjustable damping force.

7. A suspension control system based on an electromagnetic actuator and an adjustable damping shock absorber, characterized in that, include: The data acquisition module is used to acquire vehicle driving status information, which includes vertical displacement, vertical velocity, vertical acceleration at the four suspension points on the vehicle body side, vertical displacement at the wheel side, and vertical velocity at the wheel side. The mechanical relationship establishment module is used to treat the electromagnetic actuators at each suspension point as individual intelligent agents to establish the mechanical relationship between the springs, electromagnetic actuators, and adjustable damping shock absorbers in the suspension and the vehicle body and wheel sides. The active control force calculation module is used to calculate the corresponding consistent active control force based on the mechanical relationship, using the vertical displacement and vertical velocity of the vehicle body side and wheel side as input to the multi-agent consensus algorithm, and based on the control logic that the vertical displacement and vertical velocity of each agent tend to be consistent. Based on the preset inertial capacitance coefficient and vertical acceleration, the acceleration damping active control force is calculated; the control weights of the consistent active control force and the acceleration damping active control force are allocated by a genetic algorithm, and the weighted sum is performed to obtain the final target active control force; The adjustable damping force calculation module is used to obtain the currently adapted adjustable damping force by taking the vertical displacement and vertical velocity of the vehicle body side, the vertical displacement and vertical velocity of each wheel side, and the current electromagnetic actuator active control force as control inputs, and using the preset damping force range and tire dynamic load range as constraints, through the MPC model predictive control algorithm. The execution module is used to control the output of the electromagnetic actuator according to the target active control force, and to control the output of the adjustable damping shock absorber according to the adjustable damping force.

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