阅读说明：本技术 一种馈能式混合电磁主动悬架复合控制器的构造方法 (Construction method of energy feedback type hybrid electromagnetic active suspension composite controller ) 是由 孙晓东 蔡峰 汪少华 陈龙 田翔 于 2020-12-28 设计创作，主要内容包括：本发明公开汽车底盘控制领域一种馈能式混合电磁主动悬架复合控制器的构造方法,由交流直线电机、速度测量模块、电流测量模块、阻尼力动态分配模块以及悬架系统作为整体构成混合电磁主动悬架系统,由电流解耦控制模块、磁场定向控制模块、电压坐标变换模块、PWM变换模块、逆变器模块以及电流坐标变换模块依次串联作为一个整体构成复合逆变器模块,由离散终端滑模控制器、参数抗扰动控制器、自调整控制器以及动态反馈补偿模块构成速度控制器,由速度给定模块、速度控制器、复合逆变器模块、混合电磁主动悬架系统依次串联构成复合控制器,能对误差进行更加快速准确的跟踪,对参数进行改进与调整,有效改善悬架系统和电机的瞬态响应特性。(The invention discloses a construction method of an energy feedback type hybrid electromagnetic active suspension composite controller in the field of automobile chassis control, which is characterized in that an alternating current linear motor, a speed measuring module, a current measuring module, a damping force dynamic distribution module and a suspension system are taken as a whole to form the hybrid electromagnetic active suspension system, a current decoupling control module, a magnetic field orientation control module, a voltage coordinate transformation module, a PWM (pulse width modulation) transformation module, an inverter module and a current coordinate transformation module are sequentially connected in series to form a composite inverter module, a discrete terminal sliding mode controller, a parameter anti-interference controller, a self-adjusting controller and a dynamic feedback compensation module are taken as a whole to form a speed controller, a speed setting module, a speed controller, a composite inverter module and a hybrid electromagnetic active suspension system are sequentially connected in series to form the composite controller, and errors can be tracked more quickly and accurately, parameters are improved and adjusted, and transient response characteristics of a suspension system and a motor are effectively improved.)

1. A construction method of an energy feedback type hybrid electromagnetic active suspension composite controller is characterized by comprising the following steps:

step A: the hybrid electromagnetic active suspension system (2) is formed by an alternating current linear motor (21), a speed measuring module (23), a current measuring module (24), a damping force dynamic distribution module (3) and a suspension system (22) as a whole, and the hybrid electromagnetic active suspension system (2) uses three-phase current i_a,i_b,i_cTaking the running speed v and the suspension vertical displacement x as input and output; the speed measuring module (23) acquires the running speed v of the alternating current linear motor (21), and the current measuring module (24) acquires the dq-axis current i of the alternating current linear motor (21)_d，i_qThe damping force dynamic distribution module (3) uses three-phase current i_a,i_b,i_cOperating speed v and dq-axis current i_d，i_qFor inputting, outputting a driving force sigma F to drive the suspension system (22), and driving the suspension system (22) to output a suspension vertical displacement x;

and B: the composite inverter module (1) is formed by sequentially connecting a current decoupling control module (11), a magnetic field orientation control module (12), a voltage coordinate transformation module (13), a PWM (pulse-width modulation) transformation module (14), an inverter module (15) and a current coordinate transformation module (16) in series as a whole, and the composite inverter module (1) uses q-axis current i_qAs input, with three-phase currents i_a,i_b,i_cIs an output;

and C: a speed controller (9) is formed by a discrete terminal sliding mode controller (5), a parameter disturbance rejection controller (6), a self-adjusting controller (7) and a dynamic feedback compensation module (8), and the speed controller (9) uses a reference speed v^*Suspension vertical displacement x and running speed v as inputsThe q-axis current i is output after the operation of a discrete terminal sliding mode controller (5), a parameter anti-interference controller (6), a self-adjusting controller (7) and a dynamic feedback compensation module (8)_q；

Step D: the energy feedback type hybrid electromagnetic active suspension composite controller is formed by sequentially connecting a speed setting module (4), a speed controller (9), a composite inverter module (1) and a hybrid electromagnetic active suspension system (2) in series.

2. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 1, characterized in that: in the step A, the damping force dynamic distribution module (3) is composed of an electromagnetic force calculation module (31), a feedback force calculation module (32), a suspension given reference damping module (33), a power distribution module (34) and a road surface excitation module (35), wherein the electromagnetic force calculation module (31) uses current i_d、i_qFor input and output as electromagnetic thrust F₁(ii) a The feed capacity calculation module (32) operates at a speed v and a three-phase current i_a,i_b,i_cAs input and output, the damping force F₂(ii) a The three inputs of the power distribution module (34) are respectively a reference damping force F^*Electromagnetic thrust F₁And energy feedback damping force F₂Output driving force F_out: a driving force F to be output from the power distribution module (34)_outThe road surface disturbing force F output by the road surface exciting module (35)_dAnd summing to obtain a summed driving force sigma F as an input to the suspension system (22).

3. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 2, characterized in that: when referring to the damping force F^*Less than or equal to the electromagnetic thrust F₁When F is present_out＝F₁(ii) a When referring to the damping force F^*Greater than the electromagnetic thrust F₁When F is present_out＝F₁+F₂。

4. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 2, characterized in that:the electromagnetic thrust forceThe energy feedback damping forceThe reference damping forceψ_d、ψ_qIs d and q axis magnetic linkage, tau is the polar distance of the motor, k is energy feedback damping coefficient, m_sIs sprung mass, m_tIs an unsprung mass, k_sIs the spring rate, k_tAs tire stiffness, x_s、x_tRespectively are vertical displacement coordinates of the vehicle body and the wheels relative to respective balance positions;in order to input on the road surface,is the first derivative of q (t), n₀For reference to spatial frequency, G_qThe coefficient of road surface unevenness is ω (t) is gaussian white noise.

5. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 1, characterized in that: in the step B, the input of the current decoupling control module (11) is dq axis current i_d，i_qDq axis current i_q，i_dRespectively connected with two currents output by the current coordinate transformation module (16)Comparing to obtain a current i_ds，i_qsCurrent i_ds，i_qsAs an input of the magnetic field orientation control module (12), the output of the magnetic field orientation control module (12) is a voltage V under dq coordinate system_d，V_qVoltage value V_d，V_qThe three-phase voltage V is obtained after the transformation of the voltage coordinate transformation module (13)_a，V_b，V_cAnd is used as the input of a PWM conversion module (14), and the output of the PWM conversion module (1)4 is three-phase duty ratio T_a，T_b，T_cThree-phase duty cycle T_a，T_b，T_cThe inverter module (15) outputs a three-phase current i as an input to the inverter module (15)_a,i_b,i_cThe current coordinate transformation module (16) transforms the three-phase current i_a,i_b,i_cConversion to current in dq coordinate systemThe input is input into a current decoupling control module (11).

6. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 5, characterized in that: the current isk₀、k₁The d-axis adjustment coefficient and the q-axis adjustment coefficient are respectively.

7. The construction method of the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 1, characterized in that: in the step C, the suspension vertical displacement x is differentiated to obtain a suspension vertical speed v ', and the running speed v and the suspension vertical speed v' are respectively equal to the reference speed v output by the speed setting module (4)^*Difference is made and then added to obtain sliding mode speed e ═ v-v^*)+(v'-v^*) The sliding mode speed e is used as the input of a discrete terminal sliding mode controller (5), and the output is a sliding mode functionNon-linear functionK_P、K_iAnd K_dRespectively proportional, integral and differential coefficients,the fractional derivatives of the order u and e with respect to the variable t are respectively, and u ═ epsilon ═ 1.5, α is the nonlinear adjustment coefficient, α ═ 0.36, δ is the error limiting coefficient, and δ ═ 0.28.

8. The method for constructing the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 7, wherein the energy feedback type hybrid electromagnetic active suspension composite controller comprises the following steps: the parameter disturbance rejection controller (6) is composed of a parameter setting module (61), a parameter prediction module (62) and a parameter correction module (63), wherein the parameter prediction module (62) takes a sliding mode function S as input and takes output as parameterAnd parameter xi 2 theta sigma, gamma, kappa, upsilon and theta are positive correlation coefficients which are 0.31, 0.24, 0.52 and 0.44 respectively; the parameter setting module (61) takes the sliding mode function S and the parameter sigma as input, and the output is the setting parameterThe parameter correction module (63) takes the sliding mode function S and the parameter xi as input, and the output of the parameter correction module is a correction parameter

9. The method for constructing the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 8, wherein the energy feedback type hybrid electromagnetic active suspension composite controller comprises the following steps: the dynamic feedback compensation module (8) is supplied with a current i_qAnd the running speed v as input, with a feedback parameter Z₁₁＝b₀i_q-β₀fal (e, alpha, delta) is the output, is an estimate of the motor running speed, b₀To compensate for the factor, β₀Is a gain parameter; the self-adjusting controller (7) uses a sliding mode function S and a setting parameterCorrection parameter ζ and feedback parameter Z₁₁For input, output current i_q。

10. The method for constructing the energy feedback type hybrid electromagnetic active suspension composite controller according to claim 9, wherein the energy feedback type hybrid electromagnetic active suspension composite controller comprises the following steps: the current i_qIs composed ofα₀、δ₀Is a positive correlation coefficient of the controller, alpha₀＝15，δ₀＝0.3。

Technical Field

The invention belongs to the field of automobile chassis control, and relates to a control system of an automobile suspension, which is particularly suitable for the composite control of an energy feedback type active electromagnetic suspension.

Background

The suspension system is an important part of an automobile and has the functions of reducing vibration caused by road excitation, bearing an automobile body, transmitting torque and the like. The traditional semi-active suspension system mainly takes a damping shock absorber as a suspension actuator, when an automobile runs under different road conditions, the optimal damping force can be output only by adjusting the damping coefficient of the shock absorber, and the vibration characteristic obtained by the actuator can not change after the design of the suspension system is finished, so that the improvement of the suspension performance of the automobile is limited. The active suspension can dynamically and adaptively adjust the rigidity and the damping of the suspension according to the change of parameters such as the motion state, the road surface condition, the load and the like of the automobile, so that the suspension system is always in the optimal vibration reduction state. Along with the continuous development of controller and electric automobile technique, replaced damping bumper shock absorber with linear electric motor, realized exporting optimum damping force through the size of control current, this suspension system belongs to initiative suspension system, can obviously improve ride comfort and the stability that the car went through active control, can directly transplant to electric automobile simultaneously, provide the basis for promoting the development of electric automobile technique.

The energy feedback type suspension system can recover, store and utilize vibration energy of the suspension caused by road unevenness when an automobile runs so as to reduce the loss of the shock absorber, realize the purpose of energy saving and provide a new development mode for developing and improving the effective utilization of automobile energy. The energy recovery method of the existing energy feedback type suspension system mainly adopts various modes such as piezoelectric type, electromagnetic type, hydraulic type, composite type and the like. The electromagnetic energy feedback suspension has the advantages of simple structure, quick vibration response, high energy recovery efficiency and the like, and is widely adopted. The electromagnetic semi-active suspension does not need an external power supply to provide energy, can provide electromagnetic damping force to play a role in vibration reduction according to the electromagnetic induction law, but is limited in that the internal parameters of the motor cannot be overlarge, so that the output actuating force can be only in a certain range; the electromagnetic active suspension has wide controllable force range and excellent suspension control effect, but an external control circuit is relatively complex, an external power supply is required to supply power to a system, and the energy consumption is overlarge. Therefore, in a conventional control method for an electromagnetic active suspension, hybrid control of different states of the electromagnetic suspension is important. In the document with chinese patent application No. 201910025327.7 entitled "anti-saturation composite controller for electromagnetic actuator of active suspension of automobile and construction method", the optimal control is only performed on the electromagnetic suspension under the condition of sudden load, and the multi-state hybrid control of the electromagnetic suspension is not involved, so the control effect is still inaccurate.

Disclosure of Invention

The invention aims to provide a construction method of a composite controller for enabling an electromagnetic energy feedback suspension to achieve accurate hybrid control under multiple states aiming at the defect that the control of the electromagnetic energy feedback suspension is inaccurate under multiple states at present, and provides a damping force distribution strategy.

The technical scheme adopted by the invention comprises the following steps:

step A: the hybrid electromagnetic active suspension system is formed by integrating an alternating current linear motor, a speed measuring module, a current measuring module, a damping force dynamic distribution module and a suspension system, and adopts three-phase current i_a,i_b,i_cTaking the running speed v and the suspension vertical displacement x as input and output; the speed measuring module obtains the running speed v of the alternating current linear motor, and the current measuring module obtains the dq axis current i of the alternating current linear motor_d，i_qDynamic distribution module of damping force with three-phase current i_a,i_b,i_cOperating speed v and dq-axis current i_d，i_qOutputting a driving force sigma F to drive the suspension system and outputting a suspension vertical displacement x by the driving suspension system;

and B: the current decoupling control module, the magnetic field orientation control module, the voltage coordinate transformation module, the PWM transformation module, the inverter module and the current coordinate transformation module are sequentially connected in series to form a composite inverter module as a whole, and the composite inverter module uses q-axis current i_qAs input, with three-phase currents i_a,i_b,i_cIs an output;

and C: the speed controller is composed of a discrete terminal sliding mode controller, a parameter disturbance rejection controller, a self-adjusting controller and a dynamic feedback compensation module, and the speed controller uses a reference speed v^*The suspension vertical displacement x and the running speed v are used as input, and q-axis current i is output after the operation of the discrete terminal sliding mode controller, the parameter anti-interference controller, the self-adjusting controller and the dynamic feedback compensation module_q；

Step D: the energy feedback type hybrid electromagnetic active suspension composite controller is formed by sequentially connecting a speed setting module, a speed controller, a composite inverter module and a hybrid electromagnetic active suspension system in series.

The invention has the beneficial effects that:

1. the constructed speed controller can effectively improve the transient response characteristics of a suspension system and a motor, and the discrete terminal sliding mode controller constructed based on the discrete sliding mode function can track errors more quickly and accurately, so that the response speed of the whole controller is improved; the constructed parameter anti-interference controller carries out deep improvement and adjustment on the controller parameters through a parameter prediction, correction and setting module, thereby further improving the anti-interference performance of the whole speed controller and ensuring the control progress and the operation stability of the whole suspension system and the linear motor.

2. In order to adapt to different road conditions and vehicle speeds, the suspension damping force dynamic distribution strategy provided by the invention can switch the suspension working modes by changing the thrust of the linear motor according to the strategy, thereby realizing that the recovery energy utilization rate is optimal and simultaneously improving the response rate of a suspension system.

3. The control variables and the input variables required by the constructed composite controller are measurable and easily measurable variables, and the control algorithm of the composite controller is realized only by modular software programming without adding extra instruments and equipment, so that the control quality of the composite controller is effectively improved on the premise of not increasing the control cost, and the construction is facilitated.

Drawings

FIG. 1 is a block diagram of a hybrid electromagnetic active suspension system 2;

fig. 2 is a block diagram of the composite inverter module 1;

fig. 3 is a block diagram of the speed controller 9;

FIG. 4 is a block diagram of a composite controller of an energy feedback type hybrid electromagnetic active suspension;

in the figure: 1. a compound inverter module; 2. a hybrid electromagnetic active suspension system; 3. a damping force dynamic distribution module; 4. a speed setting module; 5. a discrete terminal sliding mode controller; 6. a parametric anti-interference controller; 7. a self-adjusting controller; 8. a dynamic feedback compensation module; 9. a speed controller; 11. a current decoupling control module; 12. a magnetic field orientation control module; 13. a voltage coordinate transformation module; a PWM conversion module; 15. an inverter module; 16. a current coordinate transformation module; 22. a suspension system; 31. an electromagnetic force calculation module; 32. a feedback capacity calculation module; 33. a suspension given reference damping module; 34. a power distribution module; 35. a road surface excitation module; 61. a parameter setting module; 62. a parameter prediction module; 63. and a parameter correction module.

Detailed Description

As shown in fig. 1, the hybrid electromagnetic active suspension system 2 is formed by integrating an ac linear motor 21, a speed measuring module 23, a current measuring module 24, a damping force dynamic distribution module 3, and a suspension system 22, and the hybrid electromagnetic active suspension system 2 uses three-phase current i_a,i_b,i_cAs inputs, the running speed v of the ac linear motor 21 and the suspension vertical displacement x output from the suspension system 22 are output.

The speed measuring module 23 directly obtains the operating speed v of the ac linear motor 21 through a sensor, and the current measuring module 24 directly obtains the dq-axis current i of the ac linear motor 21_d、i_q. The damping force dynamic distribution module 3 is composed of an electromagnetic force calculation module 31, a feedback force calculation module 32, a suspension given reference damping module 33, a power distribution module 34 and a road surface excitation module 35. The output end of the current measuring module 24 is connected with the input end of the electromagnetic force calculating module 31, and the electromagnetic force calculating module 31 uses the current i_d、i_qFor input and output as electromagnetic thrust F₁The expression is as follows:

in the formula: psi_d、ψ_qThe magnetic linkage of d and q axes of the motor is shown, and tau is the polar distance of the motor.

Will make three-phase current i_a,i_b,i_cOperating speed v and dq-axis current i_d、i_qThese signals are used as input signals of the damping force dynamic distribution module 3, and after dynamic calculation and adjustment, a driving force Σ F is output to drive the suspension system 22 to move, so that the suspension system 22 outputs a suspension vertical displacement x.

The output end of the speed measuring module 23 is connected with the input end of the feed capacity calculating module 32, and the feed capacity calculating module 32 operates at a speed v and a three-phase current i_a,i_b,i_cAs input and output, the damping force F₂The expression is as follows:

in the formula: k is an energy feedback damping coefficient, and is generally 5-10.

Suspension given reference damping module 33 given reference damping force F^*The output of which is a reference damping force F^*The expression is:

in the formula: m is_sIs sprung mass, m_tIs an unsprung mass, k_sIs the spring rate, k_tAs tire stiffness, x_s、x_tRespectively are vertical displacement coordinates of the vehicle body and the wheels relative to respective balance positions;in order to input on the road surface,is the first derivative of q (t), and uses the white noise as road surface input model, where n₀For reference to spatial frequency, G_qThe coefficient is the road surface unevenness, and omega (t) is Gaussian white noise, and a random road surface can be generated.

The outputs of the electromagnetic force calculation module 31, the feed capability calculation module 32 and the suspension given reference damping module 33 are connected to the input of the power distribution module 34. The three inputs to the power distribution module 34 are the reference damping forces F^*Electromagnetic thrust F₁And energy feedback damping force F₂The module adjusts the distribution of the damping force of the suspension according to different suspension modes, and outputs the driving force F according to the following distribution strategy_out：

Will refer to the damping force F^*With electromagnetic thrust F₁In comparison, when the damping force F is referred to^*Less than or equal to the electromagnetic thrust F₁At this time, the suspension can be determined to be in a comfortable mode, the vehicle speed and the road condition are relatively relieved, and the driving force F output by the power distribution module 34_outElectromagnetic thrust F to be totally output by the AC linear motor 21₁Output, i.e. F_out＝F₁. When referring to the damping force F^*Greater than the electromagnetic thrust F₁At this time, the suspension can be determined to be in the motion mode, the vehicle speed and the road condition are severe, and the output driving force F output by the power distribution module 34_outWill be the electromagnetic thrust F₁And energy feedback damping force F₂Sum, i.e. F_out＝F₁+F₂Thereby satisfying the damping force required for the suspension.

The road surface exciting module 35 outputs the road surface disturbing force F_dDriving force F output from power distribution module 34_outRoad disturbance force F output by road excitation module 35_dSumming to obtain a summed driving force ∑ F ═ F_out+F_dAnd the summed driving force Σ F is used as an input to the suspension system 22, and an output of the suspension system 22 is a suspension vertical displacement signal x.

As shown in fig. 2, the complex inverter module 1 is constructed. The composite inverter module 1 is formed by sequentially connecting a current decoupling control module 11, a magnetic field orientation control module 12, a voltage coordinate transformation module 13, a PWM transformation module 14, an inverter module 15 and a current coordinate transformation module 16 in series as a whole. The composite inverter module 1 is supplied with q-axis current i_qAs input, with three-phase currents i_a,i_b,i_cIs the output. The two inputs of the current decoupling control module 11 are respectively a current i_q，i_d(its value is set to 0), these two inputs i_q，i_dRespectively connected with two currents output by the current coordinate transformation module 16Comparing to obtain the current i of the current decoupling control module 11 with the output of dq coordinate system_dsAnd i_qsThe expression of the current decoupling control module 11 is:

in the formula k₀、k₁The d-axis adjustment coefficient and the q-axis adjustment coefficient are respectively 0.5 and 5.

Current i_ds，i_qsWill be used as two inputs of the magnetic field orientation control module 12, the output of which is the voltage V in dq coordinate system_d，V_qThe voltage value V_d，V_qThe three-phase voltage V under the natural coordinate system is obtained after the transformation of the voltage coordinate transformation module 13_a，V_b，V_cThe three-phase voltage V_a，V_b，V_cThe output of the PWM conversion module 14 is the three-phase duty ratio T of the inverter as the input of the PWM conversion module 14_a，T_b，T_cThe three-phase duty ratio T_a，T_b，T_cAs an input to the inverter module 15, the inverter module 15 outputs three-phase currents i required to drive the motor_a,i_b,i_c. The current coordinate transformation module 16 invertsThree-phase current i output by converter module 15_a,i_b,i_cConversion to current in dq coordinate systemInput into the current decoupling control module 11. The inverter module 15 is connected in series at the front end of the hybrid electromagnetic active suspension system 2 in fig. 1, and the three-phase current i output by the inverter module 15_a,i_b,i_cAs an input to the hybrid electromagnetic active suspension system 2, is input to the ac linear motor 21 in fig. 1.

As shown in fig. 3, the speed controller 9 is constructed from a discrete terminal sliding mode controller 5, a parametric immunity controller 6, a self-adjusting controller 7, and a dynamic feedback compensation module 8. The speed controller 9 gives the reference speed v output by the module 4 at a speed^*The suspension vertical displacement x and the running speed v are used as input, and q-axis current i is output after the operation of an internal discrete terminal sliding mode controller 5, a parameter anti-interference controller 6, a self-adjusting controller 7 and a dynamic feedback compensation module 8_q. Wherein, the suspension vertical speed v 'obtained by differentiating the suspension vertical displacement x is used for respectively comparing the running speed v and the suspension vertical speed v' of the motor with the reference speed v output by the speed setting module 4^*And adding the difference values to obtain a sliding mode speed e, wherein the expression of the sliding mode speed e is as follows:

e＝(v-v^*)+(v'-v^*) (1-5)

taking the sliding mode speed e as the input of the discrete terminal sliding mode controller 5, and the output is a sliding mode function S, where the expression is:

in the formula: k_P、K_iAnd K_dProportional, integral and differential coefficients, respectively, whose values are: k_P＝30，K_i＝10，K_d＝3；Fractional derivatives of order u, epsilon with respect to variable t, respectively, and u ═ epsilon ═ 1.5; fal (e, α, δ) is a nonlinear function, where α is a nonlinear adjustment coefficient, δ is an error limiting coefficient, α is 0.36, and δ is 0.28.

The output end of the discrete terminal sliding mode controller 5 is respectively connected with the input ends of the parameter disturbance rejection controller 6 and the self-adjusting controller 7, the input ends of the parameter disturbance rejection controller 6 and the self-adjusting controller 7 are both sliding mode functions S, and the output end of the parameter disturbance rejection controller 6 is also connected with the input end of the self-adjusting controller 7. The parameter disturbance rejection controller 6 is composed of a parameter setting module 61, a parameter prediction module 62 and a parameter correction module 63.

The parameter prediction module 62 is constructed by using the formula (1-6), the parameter prediction module 62 takes the sliding mode function S as input, the output is the parameter σ and the parameter ξ, and the expression is as follows:

in the formula: gamma, kappa, upsilon and theta are positive correlation coefficients which are respectively 0.31, 0.24, 0.52 and 0.44.

The output end of the parameter prediction module 62 is respectively connected with the parameter setting module 61 and the parameter correction module 63, the parameter sigma is input into the parameter setting module 61, and the parameter xi is input into the parameter correction module 63.

The parameter setting module 61 takes the sliding mode function S and the parameter σ as input, the output is a setting parameter ζ, and the expression is:

the parameter correction module 63 takes the sliding mode function S and the parameter ξ as input, and the output thereof is a correction parameter ζ, and the expression is:

dynamic feedback compensation module 8With a current i_qAnd the running speed v of the motor as input, and a feedback parameter Z₁₁Is output, the expression is:

in the formula:is an estimate of the motor running speed, b₀To compensate for the factor, β₀Is a gain parameter, having a value of b₀＝2.5，β₀＝5。

The self-adjusting controller 7 uses a sliding mode function S and a setting parameterCorrection parameter ζ and feedback parameter Z₁₁For input, the output is a current i_qThe expression is as follows:

in the formula: a is₀、δ₀Is a positive correlation coefficient of the controller, and the value is set to alpha₀＝15，δ₀＝0.3。

As shown in fig. 4, a speed setting module 4, a speed controller 9, a compound inverter module 1, and a hybrid electromagnetic active suspension system 2 are sequentially connected in series to form an energy feedback type hybrid electromagnetic active suspension compound controller, and an operating speed v and a suspension vertical displacement x output by the hybrid electromagnetic active suspension system 2 are fed back to the speed controller 9. When the constructed composite controller works, the speed controller 9 is used for controlling the suspension according to the running speed v, the suspension vertical displacement x and the given speed v^*The sliding mode speed e is obtained and input into the discrete terminal sliding mode controller 5, so that errors are tracked more accurately, and the control precision is improved; the sliding mode function S is used as the input of the parameter disturbance rejection controller 6, so that the parameters are predicted and corrected more accurately,the control accuracy of the self-adjusting controller 7 and the dynamic feedback compensation module 8 is improved. In addition, the power distribution module 34 distributes the damping force according to the dynamic distribution strategy, and can change the working mode of the suspension according to the conditions of the vehicle speed and the road condition during working, so as to output the corresponding damping force to push the suspension system to work stably, thereby realizing the high-performance control of the active suspension system.