Active control for vehicle nonlinear suspension systems based on adaptive event-triggered mechanism

doi:10.3969/j.issn.1674-8484.2023.04.005

Abstract

Abstract:

An adaptive event-triggered control method was presented based on an interval type-2 fuzzy model for vehicle nonlinear active suspensions to simultaneously improve the performance of the ride comfort and saving communication resource. An interval type-2 fuzzy model of nonlinear suspension system was established to accurately characterize the nonlinear characteristics of spring and damper. An adaptive event-triggered strategy was employed, which can effectively save communication resources and ensure control performance of the system comparing with the traditional sampling communication mechanism. Based on the theory of time delay, the closed-loop system model of adaptive event-triggered control of nonlinear suspension was constructed to obtain a co-design method of the event generator and the fuzzy controller. The results show that the proposed strategy can reduce the body acceleration by 52.12%, suspension dynamic travel by 45.81%, tire dynamic load by 31.91%, and frequency of event trigger by 44.33% while ensuring the system stability and performance constraints. It has better performance and is more effective to improve the ride comfort of suspension and to realize the effective saving of communication resources compared with the existing method.

Key words: nonlinear suspension systems, type-2 fuzzy model, event-triggered, suspension control

CLC Number:

U463.33

JIA Junru, ZHENG Liming, ZHANG Zhen. Active control for vehicle nonlinear suspension systems based on adaptive event-triggered mechanism[J]. Journal of Automotive Safety and Energy, 2023, 14(4): 439-447.

Figures/Tables 7

References 16

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m_s	2.45 kg	v	10
m_u	1 kg	c_s1	[8,9] N·s·m^-1
k_l	[750, 850] Nm^-1	c_s2	[6,7] N·s·m^-1
k_t	2 500 Nm^-1	c_t	5 N·s·m^-1

m_s	2.45 kg	v	10
m_u	1 kg	c_s1	[8,9] N·s·m^-1
k_l	[750, 850] Nm^-1	c_s2	[6,7] N·s·m^-1
k_t	2 500 Nm^-1	c_t	5 N·s·m^-1

路面	车身加速度的RMS / (m·s^-2)			悬架动行程的RMS / (10^-5m)			轮胎相对动载荷的RMS/ (10^-5N)
路面	本方法	文献[7]	无控制器	本方法	文献[7]	无控制器	本方法	文献[7]	无控制器
A级	0.013 0	0.014 9	0.027 1	4.075 8	4.259 5	7.520 4	2.524 1	2.753 0	3.704 5
B级	0.025 9	0.029 8	0.054 2	8.151 7	8.520 0	15.040 0	5.047 3	5.505 1	7.408 9
C级	0.051 9	0.059 5	0.108 3	16.303 0	17.04 0	30.076 0	10.095 0	11.010 0	14.821 0
D级	0.103 6	0.119 1	0.216 6	32.560 0	34.08 0	60.135 0	20.168 0	22.021 0	29.659 0
平均降低率/%	-52.12	-45.03	—	-45.81	-43.35	—	-31.91	-25.71	—

路面	车身加速度的RMS / (m·s^-2)			悬架动行程的RMS / (10^-5m)			轮胎相对动载荷的RMS/ (10^-5N)
路面	本方法	文献[7]	无控制器	本方法	文献[7]	无控制器	本方法	文献[7]	无控制器
A级	0.013 0	0.014 9	0.027 1	4.075 8	4.259 5	7.520 4	2.524 1	2.753 0	3.704 5
B级	0.025 9	0.029 8	0.054 2	8.151 7	8.520 0	15.040 0	5.047 3	5.505 1	7.408 9
C级	0.051 9	0.059 5	0.108 3	16.303 0	17.04 0	30.076 0	10.095 0	11.010 0	14.821 0
D级	0.103 6	0.119 1	0.216 6	32.560 0	34.08 0	60.135 0	20.168 0	22.021 0	29.659 0
平均降低率/%	-52.12	-45.03	—	-45.81	-43.35	—	-31.91	-25.71	—