Active Suspension Wheel-Force Control for Comfort-Stability Balance
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Solution Overview
Problem
Existing vehicle active suspension systems face challenges in coordinating driving comfort and handling stability, as current control methods often design these aspects independently, leading to complex processes and suboptimal performance.
Innovation Solution
The proposed inertial regulation method for vehicle active suspension systems adjusts the supporting force of each wheel and controls suspension cylinder expansion to maintain a resultant force and torque balance, utilizing an inner loop for supporting force control and an outer loop for average stroke control, ensuring the vehicle's center of mass moves along a straight line and attitude remains stable.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If independent mathematical models are used for driving comfort control and handling stability control, then each control aspect can be designed separately, but the overall vehicle performance cannot be optimized and the design process becomes complicated
Solution Approach 1:
The patent combines driving comfort control and handling stability control into a unified inertial regulation model. By merging these two independent control aspects into a single comprehensive framework that simultaneously optimizes both comfort and stability, the system achieves overall vehicle performance optimization while simplifying the design process.
Solution Approach 2:
The inertial regulation model serves multiple functions simultaneously: it controls both driving comfort and handling stability, regulates vehicle attitude, and optimizes energy consumption. This multi-functional approach eliminates the need for separate independent designs and achieves comprehensive performance improvement.
2Ease of manufacture
If traditional passive suspension is used, then the suspension parameters are fixed and easy to implement, but the suspension cannot adapt to changing road conditions and vehicle speed
Solution Approach 1:
The patent implements dynamic suspension parameters that automatically adjust according to real-time road conditions and vehicle speed. The inertial regulation model continuously modifies suspension characteristics based on actual operating conditions, transforming the fixed-parameter passive suspension into an adaptive active suspension system.
Solution Approach 2:
The system incorporates feedback mechanisms that monitor road conditions and vehicle state, then use this information to adjust suspension parameters in real-time. This closed-loop control enables the suspension to adapt to changing conditions while maintaining optimal performance.
3Reliability
If active suspension control is implemented, then driving comfort and handling stability can be improved, but the coordination between comfort control and stability control remains difficult to achieve
Solution Approach 1:
The patent merges comfort control and stability control into a unified inertial regulation model that simultaneously optimizes both aspects. This integration eliminates the coordination difficulties between separate control systems while achieving improved overall performance.
Solution Approach 2:
The system dynamically adjusts control parameters within the inertial regulation model to balance comfort and stability requirements. By changing parameters based on real-time conditions, the system achieves optimal coordination between comfort and stability without complex multi-system integration.
Data Source
AI summary
An inertial regulation method and control system of vehicle active suspension based on a supporting force of each wheel comprises an inner loop control and an outer loop control. The inner loop control is to calculate, according to the dynamics, a theoretical supporting force of each wheel when the vehicle is driving on a virtual slope plane with a 6-dimensional acceleration and a pitch angle measured by an inertial measurement unit; compare the theoretical supporting force with the measured supporting force of each wheel; and control the expansion of each suspension cylinder according to the difference value, so that the supporting force of each wheel changes according to the theoretical supporting force. The outer loop control is to control each suspension cylinder for the same expansion of displacement, so that the average value of all the suspension cylinder strokes tends to a median value.