Vehicle active inerter regenerative suspension system and control method

Abstract

The present application relates to the technical field of vehicle suspension, and provides a vehicle active inertial mass feed energy suspension system and a control method, which adopts a layered layout of main and auxiliary springs, integrates inertial mass, a ball screw assembly and a permanent magnet synchronous motor, converts vibration mechanical energy of the suspension during driving into electric energy for storage and recycling, and can be applied to active control of the suspension, realizes energy recycling, and effectively reduces system energy consumption. The present application also discloses a control method for executing the above system, sets active and feed energy double working modes, calculates output torque in real time according to road excitation, and accurately regulates and controls the working state of the motor. The active mode outputs reverse control force to suppress body vibration and improve driving smoothness. The feed energy mode can efficiently recycle vibration energy. Through collaborative optimization of structure control parameters, the present application breaks through the limitations of traditional suspension mechanical parameters and control logic, solves the problem that the control performance and feed energy efficiency of traditional feed energy suspension are difficult to be considered, and significantly improves the comprehensive performance and driving stability of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and in particular to a vehicle active inertial compressive energy feeding suspension system and control method. Background Technology

[0002] Current traditional vehicle suspensions generally employ a passive structure with a main spring and damper connected in parallel. Vibrations generated by road surface excitation are attenuated by the suspension and then transmitted to the vehicle body to ensure ride comfort. However, this type of suspension has fixed mechanical parameters, making it difficult to adapt to various complex road conditions. It also suffers from an inherent contradiction between ride comfort and vehicle handling performance, failing to meet the needs of high-end vehicles. Furthermore, traditional shock absorbers rely on oil heating to dissipate vibrational mechanical energy, resulting in significant energy loss. Currently, automotive suspensions are mainly divided into three types: passive, semi-active, and active. Passive suspensions are simple in structure and low in cost, but have poor adaptability to operating conditions. Semi-active suspensions can adjust damping or spring stiffness in real time to optimize suspension performance, but their damping components still rely on energy consumption and lack the ability to actively output control force. Active suspensions, on the other hand, replace traditional springs and damping components with dedicated active actuators, enabling real-time active output of adjustable control force based on road surface and driving conditions.

[0003] Existing active suspension systems consume a large amount of external electrical energy during operation, and this high energy consumption limits their mass production and widespread adoption. To address this, the industry has developed active energy-recovering suspensions that can recover vibration energy. These suspensions can convert vibration mechanical energy into electrical energy, combining the advantages of active control and energy recovery, making them a key research direction in the suspension field. However, current mainstream active energy-recovering suspensions fall into two categories: those using a motor paired with traditional mechanical transmission and those driven by a linear motor. Both generally suffer from the technical shortcomings of being unable to balance active control energy consumption and vibration energy recovery efficiency, resulting in an imbalance in their performance. Summary of the Invention

[0004] Long-term practice has shown that suspension actuators consume significant electrical energy when outputting active damping control forces. Optimizing the transmission structure to reduce control energy consumption would drastically reduce the efficiency of vibration energy recovery and conversion. Conversely, improving energy recovery efficiency through structural design would significantly increase energy loss during the active control phase. It is impossible to simultaneously achieve excellent active control energy saving and efficient vibration energy recovery capabilities within the same transmission mechanism. These two core performance characteristics are mutually restrictive, making it difficult to simultaneously achieve ideal operating parameters.

[0005] In view of this, the present invention provides a vehicle active inertial capacity regenerative suspension system, which is fixedly installed between the vehicle body and the tire. The vehicle active inertial capacity regenerative suspension system includes a main spring, an inertial container, a sleeve, a permanent magnet synchronous motor, a secondary spring, a ball screw assembly, and a fixed seat. One end of the inertial container is connected to the vehicle body, and the other end is connected to the sleeve. The end of the sleeve away from the inertial container is connected to the ball screw assembly. The end of the ball screw assembly away from the sleeve is connected to the tire through the fixed seat. The main spring is disposed between the vehicle body and the fixed seat, the auxiliary spring is disposed between the sleeve and the fixed seat, and the auxiliary spring is disposed inside the main spring; The permanent magnet synchronous motor is disposed inside the sleeve, and the output shaft of the permanent magnet synchronous motor is connected to the ball screw assembly.

[0006] This invention discloses a vehicle active inertial capacity energy-regenerating suspension system. Through an integrated adaptive structure design of the main spring, built-in secondary spring, inertial container, ball screw assembly, and permanent magnet synchronous motor, and relying on the precise assembly and coordinated operation of each component, the system endows the suspension with excellent comprehensive performance, possessing outstanding advantages in energy reuse and performance optimization. This system can effectively capture the mechanical energy generated by suspension vibration during vehicle operation. Through the ball screw assembly and the transmission-generating structure of the built-in permanent magnet synchronous motor, the originally dissipated vibration mechanical energy is efficiently converted into electrical energy for recovery. This recovered electrical energy can be applied to the active control phase of the suspension, achieving energy recycling and balancing the needs of energy saving and active regulation during vehicle operation. Simultaneously, based on the unique layered spring layout and inertial capacity linkage structure, the system can be adapted and tuned using a comprehensive optimization method of structural and control parameters. This effectively breaks through the performance limitations of traditional suspensions with single mechanical parameters, precisely optimizing core performance aspects such as suspension damping, posture stability, and vibration suppression, ultimately achieving a comprehensive and significant improvement in overall suspension performance, greatly optimizing vehicle ride comfort and stability.

[0007] Preferably, the inertia container can be fixedly connected to the vehicle body via a lead screw and nut, and can be connected to the sleeve via a bearing. The inertia container can penetrate through the end face of the sleeve, and a flywheel is fixedly provided at one end of the inertia container near the sleeve. The flywheel can be disposed in the inner cavity of the sleeve.

[0008] Preferably, the vehicle active inertial capacitive energy-feeding suspension system further includes at least an acceleration sensor, a displacement sensor, a suspension controller, a drive controller, and an energy storage module. The acceleration sensor and the displacement sensor are electrically connected to the suspension controller, respectively. The suspension controller is electrically connected to the drive controller, and the drive controller is electrically connected to the energy storage module and the permanent magnet synchronous motor, respectively.

[0009] Preferably, the acceleration sensor and the displacement sensor can be fixedly mounted on the two end faces of the sleeve; the acceleration sensor can collect the relative acceleration signals between the vehicle body and the sleeve, and between the sleeve and the fixed base; The displacement sensor is used to collect relative displacement signals between the vehicle body and the sleeve, and between the sleeve and the fixed seat.

[0010] Preferably, the suspension controller is used to calculate the torque command of the permanent magnet synchronous motor from the signals transmitted by the displacement sensor and the acceleration sensor, and send it to the drive controller; The drive controller is used to switch between active mode and energy feeding mode according to torque command. In active mode, the armature current is calculated according to torque command to control the permanent magnet synchronous motor, and the permanent magnet synchronous motor generates an active control force opposite to the direction of suspension vibration. In energy feeding mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor to the energy storage module.

[0011] This invention also discloses a control method for a vehicle active inertial compressive energy-feeding suspension system as described above, the control method comprising, Step S1: Generate a state input vector x(t) based on the road excitation q(t). The suspension controller calculates the torque command T based on the input vector x(t) using a control algorithm and sends it to the drive controller. Step S2: If in active mode, the armature current is calculated according to the torque command T to control the permanent magnet synchronous motor, and the permanent magnet synchronous motor generates an active control force opposite to the direction of suspension vibration; if in energy feeding mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor to the energy storage module.

[0012] This invention also discloses a control method adapted to the suspension system. Through precise layered operating condition control logic, the system's controllability, energy efficiency, and adaptability are further enhanced, maximizing performance by matching the suspension hardware structure. This control method uses road surface excitation as input, and through a controller algorithm, accurately calculates and outputs torque commands to achieve precise control of the permanent magnet synchronous motor, constructing a closed-loop precision control system. In active mode, a reverse active control force is generated based on real-time operating conditions to precisely counteract suspension vibration interference, effectively suppressing vehicle body bumps and attitude fluctuations, and significantly improving vehicle ride comfort and handling stability. In energy recovery mode, the electrical energy generated by the passive rotation of the motor due to suspension vibration is fully utilized, and excess electrical energy is fed back and stored in the energy storage module, completing the efficient recovery and storage of vibration mechanical energy.

[0013] Preferably, in step S1, the control algorithm includes, Step S11: Establish the system dynamic equation based on the vehicle active inertial compressive energy feeding suspension system, set the state input vector x(t), control input u(t), input variable q(t), and output variable y, and use the vehicle vertical acceleration as the evaluation index of ride comfort, and the tire dynamic deformation and suspension dynamic deflection as the evaluation index of handling stability. Step S12: Solve the system dynamics equations to calculate matrix P and the target torque of the permanent magnet synchronous motor.

[0014] Preferably, the system dynamic equations are established based on equivalent dynamics as follows: in, For vehicle body weight, For the mass of the wheel, Main spring stiffness, The inertia coefficient, For the stiffness of the secondary spring, For tire stiffness, For vehicle body displacement, For wheel displacement, For inertial displacement, For road surface input, For vehicle speed, For wheel speed, To accelerate the vehicle body, For wheel acceleration, F represents the inertial container acceleration, and F represents the main driving force converted from the output torque of the permanent magnet synchronous motor through the ball screw assembly.

[0015] Preferably, the stiffness of the secondary spring in the vehicle's active inertial compressive energy-gathering suspension system The inertia coefficient b is optimized using a genetic algorithm.

[0016] The present invention also discloses an electronic device, comprising at least one processor; and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the control method described above.

[0017] This invention provides a vehicle active inertial capacity energy recovery suspension system and control method. The control method is deeply adapted to and synergistically enhances the mechanical structure of the suspension system. It can not only stably realize the recovery and reuse of suspension vibration mechanical energy, providing energy support for active control conditions and improving the overall performance of the suspension, but also, by combining structural and control parameter optimization methods, break through the dual limitations of traditional suspension mechanical parameters and fixed control logic, accurately adapt to the driving needs of different road conditions, further amplify the advantages of suspension adjustment, and achieve a significant leap in the overall performance of vehicle suspension. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the overall structure of a vehicle active inertial compressive energy feeding suspension system according to one embodiment of the present invention.

[0019] Figure 2 This is an equivalent dynamic principle diagram of a vehicle active inertial compressive energy feeding suspension system according to one embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the control method in a vehicle active inertial compressive energy feeding suspension system according to one embodiment of the present invention.

[0021] Figure 4 This is a flowchart illustrating the comprehensive optimization of mechanical and control parameters in a vehicle active inertial compressive energy feeding suspension system according to one embodiment of the present invention.

[0022] Figure 5 This is a flowchart of the drive control system in a vehicle active inertial compressive energy feeding suspension system according to one embodiment of the present invention.

[0023] Figure 6 This is a frequency response characteristic curve of different active energy-gathering suspensions in a vehicle active inertial capacitance energy-gathering suspension system according to one embodiment of the present invention.

[0024] Explanation of reference numerals in the attached figures Detailed Implementation

[0025] Traditional active suspension systems consume a significant amount of external electrical energy during operation, and this excessive energy consumption severely restricts their mass production and widespread adoption in vehicles. To address this issue, the industry has gradually developed active energy-regenerating suspensions that can recover vibration energy. These suspensions can convert vibration mechanical energy into electrical energy, combining the advantages of active damping control and vibration energy recovery, and have become a mainstream research direction in suspension technology. However, current mainstream active energy-regenerating suspensions mainly fall into two core categories: those using electric motors in conjunction with traditional mechanical transmissions and those driven by linear motors. Both generally suffer from core technological shortcomings, failing to balance active control energy consumption and vibration energy recovery efficiency. This often leads to an imbalance between control performance and energy recovery performance, making it difficult to simultaneously achieve high-quality active control and efficient energy recovery, thus limiting overall performance improvement. This invention proposes a vehicle active inertial capacity energy-regenerating suspension system, such as... Figure 1 As shown, the vehicle active inertial capacity regenerative suspension system is fixedly installed between the vehicle body 1 and the tire 9. The vehicle active inertial capacity regenerative suspension system includes a main spring 2, an inertial container 3, a sleeve 4, a permanent magnet synchronous motor 5, a secondary spring 6, a ball screw assembly 7, and a fixed seat 8. One end of the inertial container 3 is connected to the vehicle body 1, and the other end is connected to the sleeve 4. The end of the sleeve 4 away from the inertial container 3 is connected to the ball screw assembly 7. The end of the ball screw assembly 7 away from the sleeve 4 is connected to the tire 9 through the fixed seat 8. The main spring 2 is disposed between the vehicle body 1 and the fixed seat 8, the auxiliary spring 6 is disposed between the sleeve 4 and the fixed seat 8, and the auxiliary spring 6 is disposed inside the main spring 2; The permanent magnet synchronous motor 5 is disposed inside the sleeve 4, and the output shaft of the permanent magnet synchronous motor 5 is connected to the ball screw assembly 7.

[0026] This invention employs a layered arrangement of main spring 2 and auxiliary spring 6, combined with an integrated assembly scheme of inertia container 3, ball screw assembly 7, and permanent magnet synchronous motor 5, forming a compact and highly coordinated overall suspension architecture. During vehicle operation, this suspension effectively collects the vibrational mechanical energy generated by road surface excitation. The ball screw assembly 7 converts linear vibration into rotational power, driving the built-in permanent magnet synchronous motor 5 to generate electricity, achieving efficient recovery and storage of vibrational mechanical energy. Simultaneously, the recovered electrical energy can be reused for active suspension control, effectively reducing the system's dependence on external power supply and balancing energy saving and active vibration reduction capabilities. Based on this hardware structure, and combined with a collaborative optimization strategy for structural and control parameters, it overcomes the performance constraints of fixed mechanical parameters in traditional suspensions, specifically optimizing key indicators such as suspension vibration reduction and vehicle attitude control, effectively improving vehicle ride comfort and overall suspension performance.

[0027] To improve overall structural stability, increase the equivalent inertial mass of the inertial container system, enhance suspension vibration damping and tuning performance, improve the suppression effect on vehicle body vibration, and improve structural integration and operational reliability, in a more preferred embodiment of the invention, the inertial container 3 can be fixedly connected to the vehicle body 1 via a lead screw and nut. This lead screw and nut connection ensures the connection strength and assembly accuracy between the inertial container 3 and the vehicle body 1, thereby improving overall structural stability. Precise docking with the pre-set fixed mounting position on the vehicle body 1 allows for circumferential and axial limiting and fixing of the lead screw and nut, for example, through welding or snap-fitting. To maintain the relative rotation between the lead screw and the sleeve 4 in the inertial container 3 and reduce energy loss, a bearing is used to connect it to the sleeve 4. To ensure a compact and reasonable assembly structure layout, the inertial container 3 can penetrate the end face of the sleeve 4, and a flywheel is fixedly installed at one end of the inertial container 3 near the sleeve 4. The flywheel can be disposed within the inner cavity of the sleeve 4. Figure 1 As shown, the arrangement of the flywheel's built-in sleeve 4 cavity fully utilizes the internal space, avoids external structural protrusion, and reduces the overall volume occupied by the suspension. Similarly, the permanent magnet synchronous motor 5 can be coaxially connected to the lead screw in the ball screw assembly 7 via a coupling, and the ball screw assembly 7 is fixedly connected to the fixed seat 8 via a lead screw nut. To better achieve the fixed connection between the lead screw nut and the fixed seat 8, a mounting bushing is formed on the fixed seat 8 in the direction close to the ball screw assembly 7. In this way, it can be well ensured that the lead screw of the ball screw assembly 7 and the mounting bushing are coaxially connected.

[0028] To collect real-time suspension motion status through the coordinated acquisition of accelerometer and displacement sensor data, high-precision, real-time status input signals can be provided for active suspension control, ensuring the accuracy and timeliness of control command output. In a more preferred embodiment of the invention, the vehicle active inertial capacity energy-regenerating suspension system further includes at least an accelerometer, a displacement sensor, a suspension controller, a drive controller, and an energy storage module. The accelerometer and displacement sensor are electrically connected to the suspension controller; the suspension controller is electrically connected to the drive controller, and the drive controller is electrically connected to the energy storage module and the permanent magnet synchronous motor 5. In active operating conditions, the drive controller stably drives the motor to output a reverse damping control force, improving the suspension's vibration damping effect. In energy-regenerating operating conditions, the electrical energy generated by the motor is rectified, regulated, and stored in the energy storage module, achieving efficient recovery and storage of vibration mechanical energy. The entire sensing, control, and energy storage closed-loop system achieves integrated coordination of suspension status perception, active control, and energy recovery.

[0029] To achieve high-precision acquisition of vehicle body vibration signals and other status data, in a more preferred embodiment of the present invention, the acceleration sensor and the displacement sensor can be fixedly mounted on the two end faces of the sleeve 4; the acceleration sensor can acquire relative acceleration signals between the vehicle body 1 and the sleeve 4, and between the sleeve 4 and the fixed base 8; The displacement sensor is used to collect relative displacement signals between the vehicle body 1 and the sleeve 4, and between the sleeve 4 and the fixed seat 8. By synchronously collecting relative motion parameters through at least two sets of sensors, comprehensive, real-time, and accurate raw state input is provided to the suspension controller, enabling the controller to accurately calculate and output the optimal torque command based on road excitation conditions. This, in conjunction with the drive controller, achieves precise switching of the operating conditions of the permanent magnet synchronous motor 5.

[0030] To accurately calculate the torque command of the permanent magnet synchronous motor 5 for the appropriate operating conditions through algorithmic calculation and stably transmit it to the drive controller, ensuring the accuracy and real-time performance of the control command output, the drive controller can intelligently switch the system operating mode based on the torque command to achieve precise adaptation to operating conditions. In a more preferred embodiment of the invention, the suspension controller is used to calculate the torque command of the permanent magnet synchronous motor 5 from the signals transmitted by the displacement sensor and the acceleration sensor, and then send it to the drive controller. The drive controller switches between active mode and regenerative braking mode based on torque commands. In active mode, the armature current is calculated based on the torque command to control the permanent magnet synchronous motor 5, which generates an active control force opposite to the direction of suspension vibration. In regenerative braking mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor 5 to the energy storage module. In active mode, the corresponding armature current is calculated based on the torque command to precisely control the operating state of the permanent magnet synchronous motor 5, enabling the motor to output an active control force opposite to the direction of suspension vibration. This effectively counteracts and suppresses vehicle vibration caused by road excitation, significantly improving vehicle ride comfort and attitude stability. In regenerative braking mode, the induced current generated by the passive rotation of the permanent magnet synchronous motor 5 with suspension vibration is rectified and regulated, and excess electrical energy is stably fed back and stored in the energy storage module, achieving efficient recovery and utilization of vibration-induced mechanical energy.

[0031] like Figure 2 As shown, m1 is the mass of the vehicle body, k1 is the stiffness coefficient of the main spring, b is the inertia coefficient of the inertia container, k2 is the stiffness coefficient of the secondary spring, F is the main driving force converted from the output torque of the permanent magnet synchronous motor 5 through the actuating ball screw assembly 7, m2 is the mass of the tire, kt is the stiffness coefficient of the tire, q is the displacement input from the road surface, x2 is the displacement of the tire, and x1 is the displacement of the vehicle body. Combined with... Figure 1 and Figure 2The suspension controller receives the suspension status signal, calculates the motor torque command, and sends it to the drive controller. When the drive controller is in active mode, it calculates the motor armature current based on the torque command to control the permanent magnet synchronous motor 5. The permanent magnet synchronous motor 5 generates an active control force opposite to the direction of suspension vibration. When the drive controller is in energy recovery mode, it feeds back the current generated by the passive rotation of the permanent magnet synchronous motor 5 to the energy storage module, realizing energy recovery.

[0032] This invention also discloses a control method for a vehicle active inertial compressive energy feeding suspension system as described above, such as... Figure 3 As shown, the control method includes, Step S1: Generate a state input vector x(t) based on the road excitation q(t). The suspension controller calculates the torque command T based on the input vector x(t) using a control algorithm and sends it to the drive controller. Step S2: If in active mode, the armature current is calculated according to the torque command T to control the permanent magnet synchronous motor 5, and the permanent magnet synchronous motor 5 generates an active control force opposite to the direction of suspension vibration; if in energy feeding mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor 5 to the energy storage module.

[0033] When the active inertial capacitive regenerative suspension system receives a road surface excitation q(t), it generates a state input vector x(t). The suspension controller calculates the motor torque command T based on the input vector x(t) and sends it to the drive controller. The drive controller controls the energy storage module to convert the stored current into the motor armature current in active mode, and controls the motor armature current to convert it into stored current flowing to the energy storage module in regenerative mode.

[0034] This invention constructs a suspension state input vector based on road surface excitation. The suspension controller, combined with a control algorithm, calculates torque commands in real time and sends them to the drive controller, forming a high-precision, dynamically responsive closed-loop control logic. It intelligently switches between active and regenerative modes based on actual operating conditions, achieving adaptive function control. In active mode, the torque command is precisely converted into armature current, driving the permanent magnet synchronous motor 5 to output an active control force opposite to the suspension vibration. This accurately counteracts vibration interference from road surface excitation, effectively optimizing vehicle posture and improving ride comfort and handling stability. In regenerative mode, the induced current generated by the passive rotation of the permanent magnet synchronous motor 5 due to suspension vibration is collected and fed back into the energy storage module, thus utilizing the waste mechanical energy from vibration.

[0035] To effectively avoid the problems of blindly tuning and poor matching accuracy of traditional suspension control parameters, and to make the motor torque output more closely match the actual road conditions and the dynamic response requirements of the suspension, thereby improving the suspension control accuracy, in a more preferred embodiment of the present invention, in step S1, the control algorithm includes: Step S11: Establish the system dynamic equation based on the vehicle active inertial compressive energy feeding suspension system, set the state input vector x(t), control input u(t), input variable q(t), and output variable y, and use the vehicle vertical acceleration as the evaluation index of ride comfort, and the tire dynamic deformation and suspension dynamic deflection as the evaluation index of handling stability. Step S12: Solve the system dynamics equations to calculate matrix P and the target torque of the permanent magnet synchronous motor 5.

[0036] To comprehensively cover key elements of the suspension system, such as mass, stiffness, inertia, road excitation, and active control forces, and accurately reproduce the true dynamic response characteristics of the suspension, in a more preferred embodiment of this invention, the system dynamic equations are established based on equivalent dynamics as follows:

[0037] in, For vehicle body weight, For the mass of the wheel, Main spring stiffness, The inertia coefficient, For the stiffness of the secondary spring, For tire stiffness, For vehicle body displacement, For wheel displacement, For inertial displacement, For road surface input, For vehicle speed, For wheel speed, To accelerate the vehicle body, For wheel acceleration, Let F be the inertial container acceleration, and F be the active driving force converted from the output torque of the permanent magnet synchronous motor 5 through the ball screw assembly 7. Based on this high-precision dynamic model, the dynamic coupling relationship and optimal control parameters of each suspension component are accurately calculated, providing model support for the target torque output of the motor and the iterative optimization of the active control strategy. This effectively eliminates parameter matching deviations, making the active control force output more closely match actual working conditions and precisely balancing vehicle ride comfort and handling stability.

[0038] Let the state input vector be In the formula, Let be the inertial velocity. Assume the control input u(t) = F, and the input variable q(t) is the road surface input.

[0039] Based on the general evaluation method for vehicle suspension, the vehicle body vertical acceleration is used as the evaluation index for ride comfort, while tire dynamic deformation and suspension dynamic deflection are used as evaluation indices for handling stability. Let the output vector be... The system state equations are obtained as follows:

[0040] Where x(t) is the feedback state variable at any time, and u(t) is the control input variable at any time. Matrices A, B, C, D, H, and G are respectively:

[0041] For example, the control algorithm can employ a linear quadratic regulator (LQR) control algorithm. The performance metrics set are:

[0042] Where, in the formula The weighted value for the vehicle's vertical acceleration index. This represents the weighted value for the suspension dynamic deflection index. This represents the weighting value for the tire dynamic deflection index.

[0043] set up Calculate the state weight function Q and the weight matrix R.

[0044]

[0045] Solve the equation We obtain matrix P.

[0046] Calculate the LQR controller output.

[0047] Calculate the target torque of the motor:

[0048] In the formula This refers to the lead of the lead screw.

[0049] Due to the use of LQR-controlled weighting coefficients and the stiffness of the secondary springs in the suspension system Both the inertia coefficient and the capacitance value 'b' affect the performance of the suspension system. In a more preferred embodiment of the present invention, the stiffness of the secondary spring in the vehicle's active inertia-capacity energy-regenerating suspension system... The inertia coefficient b is optimized using a genetic algorithm. Therefore, as... Figure 4 As shown, a flowchart of the integrated optimization of mechanical and control parameters according to one embodiment of the present invention is presented, and its implementation steps are as follows: Step S31: Set the objective function for optimization.

[0050]

[0051] In the formula, BA_RMS, SWS_RMS, and DTD_RMS represent the root mean square values ​​of the vehicle's vertical acceleration, suspension dynamic deflection, and tire dynamic deformation of the active inertial capacitive energy-regenerating suspension under LQR control, respectively. BA_PAS, SWS_PAS, and DTD_PAS represent the root mean square values ​​of the vehicle's vertical acceleration, suspension dynamic deflection, and tire dynamic deformation of the conventional energy-regenerating suspension, respectively. α, β, and γ are weighting factors, and satisfy α+β+γ=1.

[0052] Step S32: Set optimization variables. The weighting coefficients q1, q2, and q3, the secondary spring stiffness k2, and the capacitance coefficient b in the LQR control method are all used as optimization variables.

[0053] Step S33, Optimization Calculation Initialization. Set the initial population size, maximum number of generations, crossover probability, and mutation probability based on the genetic algorithm. The initial population is randomly generated using real-number encoding, with each individual containing 5 optimization variables: .

[0054] Step S34, Fitness Assessment. For each individual in the population, construct the corresponding LQR controller and suspension dynamics model, and calculate the root mean square values ​​of the three core performance indicators after applying random road surface excitation. Calculate the individual fitness based on the normalized objective function, and impose a penalty term on individuals that do not meet the constraints.

[0055] Step S35, genetic optimization. Selective selection is used to choose superior individuals. New individuals are generated through arithmetic crossover and polynomial mutation, while elite individuals are retained and directly enter the next generation.

[0056] Step S36, Termination Check. Iterate until the termination condition is met, i.e., the maximum number of generations or fitness convergence is reached, and output the optimal secondary spring stiffness. Inertia coefficient and the optimal LQR weight coefficient combination .

[0057] Step S37, parameter fixation. Use the above optimal secondary spring stiffness. Inertia coefficient Design the secondary spring and inertia container. Optimal LQR weighting coefficient combination. As a static parameter, the output motor torque command T of the suspension controller is calculated.

[0058] like Figure 5The diagram shows a drive control flowchart of one embodiment of the present invention. The drive controller uses the target motor torque T calculated by the suspension controller as the command input to the underlying drive. When it is necessary to output active driving power to suppress vehicle body vibration, the armature current flows from the energy storage unit into the permanent magnet synchronous motor 5, converting electrical energy into mechanical energy, causing the actuating ball screw assembly 7 to output active power opposite to the vibration direction. When the permanent magnet synchronous motor 5 needs to operate in an energy-consuming state, the vibration mechanical energy transmitted from the actuating ball screw assembly 7 is converted into electrical energy by the permanent magnet synchronous motor 5, and the drive controller directs the armature current to flow to the energy storage unit to achieve energy recovery.

[0059] The motor in the active inertial capacitive energy-recovering suspension can operate in both active output and energy-recovery modes under the control of the suspension controller and the motor controller, giving the suspension both active control and energy recovery functions. The inertial capacitive tuning mechanism, consisting of the inertial container, secondary spring, motor, and actuating ball screw, amplifies the motor speed and improves energy recovery efficiency.

[0060] A suspension controller based on the LQR method, designed for active inertial compressive energy recovery suspensions, can maximize the performance of the controlled suspension. A collaborative optimization method for suspension mechanical and control parameters overcomes the problem that traditional optimization methods focusing only on a single type of mechanical or control parameter cannot achieve global optimum, further improving suspension performance.

[0061] Table 1 shows that, while maintaining basically consistent tire dynamic deformation, the active inertial capacitive energy-regenerating suspension, compared to the traditional active energy-regenerating suspension, reduces the root mean square value of vehicle acceleration by 5.12%, increases energy regeneration efficiency by 8.9%, increases recovered energy by 19.4%, and reduces output energy by 2.41%; compared to the traditional passive energy-regenerating suspension, it reduces the root mean square value of vehicle acceleration by 10.74%, reduces the root mean square value of suspension dynamic deflection by 19.04%, increases energy regeneration efficiency by 18.4%, and increases recovered energy by 33.18%.

[0062] Table 1. Performance Comparison of Suspension Systems with Different Configurations

[0063] like Figure 6The diagram shows the frequency response curves of different energy-recharged suspensions according to one embodiment of the present invention. The present invention solves the technical problem of separately optimizing structural and control parameters in existing energy-recharged suspension technologies through a control method, achieving synergistic optimization of three core performance indicators: vehicle acceleration, suspension dynamic deflection, and tire dynamic deformation. The active inertial capacity energy-recharged suspension of the present invention significantly improves the high-frequency attenuation characteristics of both vehicle vertical acceleration and suspension dynamic deflection compared to traditional active energy-recharged suspensions, effectively suppressing the transmission of high-frequency vibrations to the vehicle body and improving ride comfort. Compared to traditional passive energy-recharged suspensions, in the low-frequency range, although the amplitude-frequency characteristic curve of the suspension dynamic deflection of the active inertial capacity energy-recharged suspension of the present invention is slightly higher, it shows a significant decrease in both vehicle vertical acceleration and tire dynamic deformation, greatly improving ride comfort and tire contact performance in the low-frequency resonance zone. In the high-frequency range, the peak value of tire dynamic deformation resonance of the active inertial capacity energy-recharged suspension of the present invention is slightly higher, while the frequency response characteristics of other performance indicators remain at a superior level, and the overall comprehensive performance is far superior to that of traditional passive energy-recharged suspensions.

[0064] This invention discloses an electronic device, comprising at least one processor, and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the control method described above.

Claims

1. A vehicle active inertial compressive energy feeding suspension system, characterized in that, The vehicle active inertial capacity regenerative suspension system is fixedly installed between the vehicle body (1) and the tire (9). The vehicle active inertial capacity regenerative suspension system includes a main spring (2), an inertial container (3), a sleeve (4), a permanent magnet synchronous motor (5), a secondary spring (6), a ball screw assembly (7), and a fixed seat (8). One end of the inertial container (3) is connected to the vehicle body (1), and the other end is connected to the sleeve (4). The end of the sleeve (4) away from the inertial container (3) is connected to the ball screw assembly (7). The end of the ball screw assembly (7) away from the sleeve (4) is connected to the tire (9) through the fixed seat (8). The main spring (2) is disposed between the vehicle body (1) and the fixed seat (8), the auxiliary spring (6) is disposed between the sleeve (4) and the fixed seat (8), and the auxiliary spring (6) is disposed inside the main spring (2); The permanent magnet synchronous motor (5) is located inside the sleeve (4), and the output shaft of the permanent magnet synchronous motor (5) is connected to the ball screw assembly (7).

2. The vehicle active inertial compressive energy feeding suspension system according to claim 1, characterized in that, The inertia container (3) can be fixedly connected to the vehicle body (1) through a screw nut, and can be connected to the sleeve (4) through a bearing. The inertia container (3) can penetrate the end face of the sleeve (4). A flywheel is fixedly provided at one end of the inertia container (3) near the sleeve (4), and the flywheel can be provided in the inner cavity of the sleeve (4).

3. The vehicle active inertial compressive energy feeding suspension system according to claim 1, characterized in that, The vehicle active inertial capacity energy feeding suspension system further includes at least an acceleration sensor, a displacement sensor, a suspension controller, a drive controller, and an energy storage module. The acceleration sensor and the displacement sensor are electrically connected to the suspension controller, respectively. The suspension controller is electrically connected to the drive controller, and the drive controller is electrically connected to the energy storage module and the permanent magnet synchronous motor (5), respectively.

4. The vehicle active inertial compressive energy feeding suspension system according to claim 3, characterized in that, The acceleration sensor and the displacement sensor can be fixedly installed on the two end faces of the sleeve (4); the acceleration sensor can collect the relative acceleration signals between the vehicle body (1) and the sleeve (4), and between the sleeve (4) and the fixed seat (8); The displacement sensor is used to collect relative displacement signals between the vehicle body (1) and the sleeve (4), and between the sleeve (4) and the fixed seat (8).

5. The vehicle active inertial compressive energy feeding suspension system according to claim 4, characterized in that, The suspension controller is used to calculate the torque command of the permanent magnet synchronous motor (5) from the signals transmitted by the displacement sensor and the acceleration sensor, and send it to the drive controller; The drive controller is used to switch between active mode and energy feeding mode according to torque command. If it is in active mode, it calculates the armature current according to the torque command to control the permanent magnet synchronous motor (5). The permanent magnet synchronous motor (5) generates an active control force opposite to the direction of suspension vibration. If it is in energy feeding mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor (5) to the energy storage module.

6. A control method for a vehicle active inertial compressive energy-gathering suspension system as described in any one of claims 1-5, characterized in that, The control method includes, Step S1: Generate a state input vector x(t) based on the road excitation q(t). The suspension controller calculates the torque command T based on the input vector x(t) using a control algorithm and sends it to the drive controller. Step S2: If in active mode, the armature current is calculated according to the torque command T to control the permanent magnet synchronous motor (5), and the permanent magnet synchronous motor (5) generates an active control force opposite to the direction of suspension vibration; if in energy feeding mode, the drive controller feeds back the current generated by the passive rotation of the permanent magnet synchronous motor (5) to the energy storage module.

7. The control method according to claim 6, characterized in that, In step S1, the control algorithm includes, Step S11: Establish the system dynamic equation based on the vehicle active inertial compressive energy feeding suspension system, set the state input vector x(t), control input u(t), input variable q(t), and output variable y, and use the vehicle vertical acceleration as the evaluation index of ride comfort, and the tire dynamic deformation and suspension dynamic deflection as the evaluation index of handling stability. Step S12: Solve the system dynamic equations and calculate the matrix P and the target torque of the permanent magnet synchronous motor (5).

8. The control method according to claim 7, characterized in that, Based on equivalent dynamics, the system dynamic equations are established as follows: in, For vehicle body weight, For the mass of the wheel, Main spring stiffness, The inertia coefficient, For the stiffness of the secondary spring, For tire stiffness, For vehicle body displacement, For wheel displacement, For inertial displacement, For road surface input, For vehicle speed, For wheel speed, To accelerate the vehicle body, For wheel acceleration, F is the inertial container acceleration, and F is the main driving force converted from the output torque of the permanent magnet synchronous motor (5) through the ball screw assembly (7).

9. The control method according to claim 8, characterized in that, Stiffness of the secondary spring in the vehicle's active inertial compressive energy regenerative suspension system The inertia coefficient b is optimized using a genetic algorithm.

10. An electronic device, characterized in that, At least one processor; and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform the control method according to any one of claims 6-9.

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