CN102975587B - Vehicle semiactive suspension based on double controllable dampers and control method thereof - Google Patents

Abstract

The invention discloses a vehicle semiactive suspension based on double controllable dampers, which is applied to decoupling control of a vehicle semiactive suspension system which is provided with two groups of suspension subsystems. The vehicle semiactive suspension comprises the following decoupling control steps that 1, an unsprung type controllable damper is arranged between a lower control arm and a connecting rod, and the damping force outputted by the unsprung type controllable damper is adjusted through the feedback control of variations of vehicle body pitch angles and accelerations, so as to realize the complete structure decoupling of two 'quarter' vehicle suspension subsystems of the vehicle semiactive suspension system, and improve the properties of the vehicle suspension in the pitch movement; 2, the unsprung controllable damper is arranged on the position of the traditional passive suspension damper, and the decoupled suspension system can directly adopt a relatively matured semiactive control strategy of the 'quarter' vehicle suspension subsystems, so as to ideally improve the properties of the vehicle suspension in the vertical movement.

Description

Based on Vehicle Semi-active Suspension and the control method thereof of two controllable damper

Technical field

The present invention relates to Vehicle Engineering, particularly relate to the intelligent vehicle suspension system control setup adopting controllable damper, control for the half body suspension system decoupling with two groups of suspension subsystems.

Background technology

Vehicle suspension is the general name of all load transfer devices connecting vehicle body and chassis, and be the important system guaranteeing vehicle riding comfort and manipulation safety, traditional passive suspension can not meet traveling comfort and handling requirement simultaneously, and then creates controllable suspension system.Semi-active control suspension based on controllable damper is one of hot subject of Chinese scholars research nearly ten years, owing to there is close coupling characteristic between the multiple suspension subsystem of vehicle, the mutual cooperation control about the adaptive control realizing vehicle many suspension properties target, each controllable suspension subsystem is made to have challenge, it is the great difficult problem faced about controllable intelligent vehicle suspension semi-active control device design and research institute at present, a kind of new research direction to vehicle suspension system uneoupled control, this just the present invention put forth effort the target that solves.

Chinese scholars proposed the various semi-active control strategy for controllable suspension system in recent years, minority scholar also attempts controlling multi-degree-of-freedom suspension system decoupling, but the decoupling method proposed too theorizes, is difficult to Project Realization, does not still propose feasible terms of settlement to the cooperation control of multiple controllable suspension subsystem.Taiwan's scholars T.H.S.LI etc. adopt the linear feedback in MIMO nonlinear systems and neural network to feedover the control method combined, the Approximate Decoupling achieving half car active suspension system controls, for the cooperation control realizing controllable damper has established certain basis, but its controller design method is too complicated, be difficult to realize, and there is no system analysis vehicle suspension multiple goal suspension property, Wu Long etc. carry out decoupling zero to six degree of freedom half body suspension system, and adopt hierarchical control method further, improve half body suspension system performance, but its decoupling method assumed condition is many, poor real, therefore also only achieves theoretic Approximate Decoupling, the controlled semi-active suspension that Dong little Min etc. are proposing divides in attitude harmony apery intelligent control method, car load body movement is divided into eight kinds of attitudes, 4 suspension subsystems are write vertical to suppression by row, the kinetics equation of pitching and roll motion, then to arranging the equation decoupling write thus obtaining four groups of approximate independently Damper Control power, and further combined with Human Simulating Intelligent Control, improve car load suspension system performance, but the method needs to calculate respectively for one or more sports couplings existed under eight kinds of athletic postures, need qualitative analysis body gesture in advance simultaneously, therefore the accuracy rate of this decoupling control method is not high, real-time is undesirable, be difficult to be applied in actual vehicle.

In sum, the problem such as cooperation control about the multiple controllable suspension subsystem of vehicle does not still have to be well solved, by carrying out decoupling zero to vehicle many groups controllable suspension system of coupling, to reach its cooperation control be a good thinking, but the above-mentioned Approximate Decoupling method under many assumed condition proposed and vehicle actual condition differ greatly, fail to realize simplifying the complexity of controllable suspension system Controller gain variations, improve the goals in research such as control system real-time, and be mostly still in theoretical algorithm conceptual phase, very large distance is still had from input practical application.

Summary of the invention

Based on national natural science fund subsidy project in 2011: magnetorheological car load suspension system half initiatively uneoupled control research (51075215), the present invention proposes a kind of novel semi-active suspension structure and the decoupling control method that adopt two controllable damper, and be applied in half body suspension system, object is the complete lattice decoupling zero realizing two groups of " 1/4th " vehicle controllable suspension subsystems, each " 1/4th " vehicle controllable suspension subsystem can be worked alone, effectively to realize the complexity of simplification semi-active suspension system Controller gain variations and to improve the goals in research such as semi-active control real-time, for the half active Study on Adaptive Control of carrying out further based on car load 4 " 1/4th " vehicle controllable suspension subsystems are full decoupled provides solid foundation.

To achieve these goals, the technical solution used in the present invention is as follows:

Based on the Vehicle Semi-active Suspension of two controllable damper, comprise coil spring, spring carry controllable damper, non-spring carries controllable damper, linkage, Control arm, tire, angular acceleration transducer, ECU (Electrical Control Unit) and electric current driver module, wherein, non-spring carries controllable damper and is arranged between Lower control arm and connecting rod, and with tire less parallel; Spring carries the upper end that controllable damper is arranged on connecting rod; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) is connected with the mouth of described angular acceleration transducer, and its mouth is connected with driver module; Described driver module output port carries controllable damper respectively and carries controllable damper with non-spring and be connected with described spring.

Control method detailed process of the present invention is: in vehicle operation, angular acceleration transducer sends the vehicle body pitch angle acceleration signal collected to ECU (Electrical Control Unit), ECU (Electrical Control Unit) calculates backward driver module according to control algorithm and sends control signal, driver module carries controllable damper to non-spring and exports the drive singal corresponding with control signal, finally carrying controllable damper by non-spring provides corresponding dumping force to vehicle, finally realizes the uneoupled control of half body suspension system.Spring carries controllable damper and is then further used for providing semi-active control power.

The present invention installs two controllable dampers in the conventional confguration of half body suspension system, and a position being installed on original passive suspension damping device, is called that spring carries controllable damper, plays suspension damping control action; Another is installed between Lower control arm and connecting rod, approximate parallel with tire on position, is called that non-spring carries controllable damper, plays system decoupling control action.Based on this pair of controllable damper Pendant Structure Of Vehicle, pass through theory deduction, adopt STATE FEEDBACK CONTROL, the complete lattice decoupling zero of half body suspension system, two " 1/4th " vehicle controllable suspension subsystems can be realized, thus the semi-active control strategy about " 1/4th " vehicle controllable suspension subsystem of the direct Application comparison maturation of energy.

Key of the present invention is that between Lower control arm and connecting rod, install a non-spring carries controllable damper, by improving traditional suspension structure, without the need to various condition hypothesis, but realize the full decoupled of half body suspension system based on actual physical structure and feedback, and adopt the suspension system of this pair of controllable damper Pendant Structure Of Vehicle and decoupling method can ensure the dynamics that conventional suspension systems is intrinsic, meet the basic demand of suspension system designs, simultaneously, this pair of controllable damper Pendant Structure Of Vehicle proposed is easy to Project Realization, control method is simple, required sensor is few, calculated amount is little, real-time is high, effectively can simplify the complexity of Vehicle Semi-active Suspension System Controller gain variations, improve realtime control, this invention is easy to drop into practical application.

Accompanying drawing explanation

Below in conjunction with accompanying drawing, the inventive method is elaborated:

Fig. 1 is the hardware composition schematic diagram of the two controllable damper Pendant Structure Of Vehicle of the present invention.

Fig. 2 is the half body suspension system dynamics model based on two controllable damper Pendant Structure Of Vehicle.

Fig. 3 is half body suspension system of decoupling zero of the present invention and the traditional Performance comparision of the passive suspension system of half car under single-frequency harmonic excitation: (a) be barycenter acceleration ratio comparatively; (b) be pitch angle acceleration ratio comparatively; C () is that front-wheel spring carries acceleration ratio comparatively; D () is that trailing wheel spring carries acceleration ratio comparatively; E () is that the non-spring of front-wheel carries acceleration ratio comparatively; F () is that the non-spring of trailing wheel carries acceleration ratio comparatively; G () is that front tyre dynamic force compares; H () is that rear tire dynamic force compares.

Fig. 4 is half body suspension system of decoupling zero of the present invention and the traditional Performance comparision of the passive suspension system of half car under level and smooth pulse excitation: (a) be barycenter acceleration ratio comparatively; (b) be pitch angle acceleration ratio comparatively; C () is that front-wheel spring carries acceleration ratio comparatively; D () is that trailing wheel spring carries acceleration ratio comparatively; E () is that the non-spring of front-wheel carries acceleration ratio comparatively; F () is that the non-spring of trailing wheel carries acceleration ratio comparatively; G () is that front tyre dynamic force compares; H () is that rear tire dynamic force compares.

Detailed description of the invention

As shown in Figure 1, for a kind of novel semi-active suspension structure based on two controllable damper that the present invention proposes, carry controllable damper primarily of coil spring, spring, non-spring carries controllable damper, linkage, Control arm, tire, sensor, ECU and driver module composition.Its anatomical connectivity is: between Lower control arm 4 and connecting rod 2, install a non-spring carry controllable damper 3, is structurally approximate parallel relationship with tire 5; A spring is installed simultaneously on connecting rod 2 and carries controllable damper 1 to replace traditional passive damping device, in parallel with axle spring device; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) (ECU) is connected with the output of angular acceleration transducer, mouth is connected with driver module; Driver module output port and spring carry controllable damper 1, non-spring carries controllable damper 3 and is connected.

This pair of controllable damper suspension frame structure function is: one is by feedback vehicle movement pitch angle acceleration condition variable, the non-spring that the non-spring of regulable control carries controllable damper output carries dumping force, the complete lattice decoupling zero of two " 1/4th " vehicle controllable suspension subsystems that the half body suspension system that realizes is coupled mutually, and improve vehicle pitch kinematical suspension performance; Two is can carry controllable damper to spring further to apply various maturation " 1/4th " Vehicle Semi-active Suspension control policy, improves vehicle vertical movement resonance suppression wait suspension property with emphasis.

Introduce the decoupling control method based on two controllable damper suspension frame structure proposed below:

As shown in Figure 2, be the half truck system model based on above-mentioned pair of controllable damper semi-active suspension structure.Here, suppose that vehicle body spring carried mass is M _g, forward and backward nonspring carried mass is respectively M _uf, M _ur, I _θrepresent the pitch rotation inertia of vehicle body, a, b represent the wheelbase of vehicle body barycenter to antero posterior axis.X _g, θ represents the pitch angle of the displacement of vehicle centroid perpendicular movement, luffing respectively, represent the pitch angle acceleration/accel of vehicle centroid perpendicular movement acceleration/accel, luffing respectively, k _sf, k _srrepresent the stiffness coefficient of forward and backward suspension subsystem respectively, k _tf, k _trthe stiffness coefficient of tire before and after representing respectively, F _df, F _drbefore and after representing respectively, spring carries controllable damping force, F _uf, F _urbefore and after representing respectively, non-spring carries controllable damping force, represent the road excitation signal that the spring carried mass perpendicular movement acceleration/accel of former and later two suspension subsystems, nonspring carried mass perpendicular movement acceleration/accel, the displacement of spring carried mass perpendicular movement, the displacement of nonspring carried mass perpendicular movement and two tires bear, K respectively ₁, K ₂for feedback factor.

Be reference coordinate below with barycenter, row write the kinetics equation of this half truck system:

Center of mass motion:

$M_g{\stackrel{\·\·}{x}}_g=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{ur}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_{\mathrm{df}}-F_{\mathrm{dr}}---\left(1\right)$

Luffing:

$I_{\mathrm{\θ}}\stackrel{\·\·}{\mathrm{\θ}}={\mathrm{ak}}_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-{\mathrm{bk}}_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+a{F}_{\mathrm{df}}-b{F}_{\mathrm{dr}}---\left(2\right)$

Front-wheel nonspring carried mass moves:

$M_{\mathrm{uf}}{\stackrel{\·\·}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_{\mathrm{df}}+F_{\mathrm{uf}}---\left(3\right)$

Trailing wheel nonspring carried mass moves:

$M_{\mathrm{ur}}{\stackrel{\·\·}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_{\mathrm{dr}}+F_{\mathrm{ur}}---\left(4\right)$

Obtained by (1), (2):

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\·\·}{x}}_g+\frac{I_{\mathrm{\θ}}}{a+b}\stackrel{\·\·}{\mathrm{\θ}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_{\mathrm{dr}}\\ \frac{b}{a+b}{M}_g{\stackrel{\·\·}{x}}_g-\frac{I_{\mathrm{\θ}}}{a+b}\stackrel{\·\·}{\mathrm{\θ}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-F_{\mathrm{df}}\end{array}\right.---\left(5\right)$

Introduce feedback quantity , obtain formula (6):

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\·\·}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+K_1\stackrel{\·\·}{\mathrm{\θ}}{-F}_{\mathrm{dr}}\\ \frac{b}{a+b}{M}_g{\stackrel{\·\·}{x}}_{\mathrm{sf}}\stackrel{}{\·}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})+K_2\stackrel{\·\·}{\mathrm{\θ}}{-F}_{\mathrm{df}}\end{array}\right.---\left(6\right)$

Further combined with

Front-wheel spring carries displacement: x _sf≈ x _g-a θ

Trailing wheel spring carries displacement: x _sr≈ x _g+ b θ

Try to achieve:

$\left\{\begin{array}{c}{K}_1=\frac{a}{a+b}{M}_g(b-\frac{I_{\mathrm{\θ}}}{a{M}_g})\\ K_2=-\frac{b}{a+b}{M}_g(a-\frac{I_{\mathrm{\θ}}}{b{M}_g})\end{array}\right.---\left(7\right)$

Then composite type (3), (4), (6) obtain:

$\left\{\begin{array}{c}\frac{a}{a+b}{M}_g{\stackrel{\·\·}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})+K_1\stackrel{\·\·}{\mathrm{\θ}}-F_{\mathrm{dr}}\\ M_{\mathrm{ur}}{\stackrel{\·\·}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_{\mathrm{dr}}+F_{\mathrm{ur}}\end{array}\right.---\left(8\right)$

$\left\{\begin{array}{c}\frac{b}{a+b}{M}_g{\stackrel{\·\·}{x}}_{\mathrm{sf}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})+K_2\stackrel{\·\·}{\mathrm{\θ}}-F_{\mathrm{df}}\\ M_{\mathrm{uf}}{\stackrel{\·\·}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_{\mathrm{df}}+F_{\mathrm{uf}}\end{array}\right.---\left(9\right)$

Be not difficult to find out from formula (8) and (9), two groups of represented sub-suspension systems of " 1/4th " vehicle controllable vehicle are coupled mutually by pitching angle theta.Here, Wo Menling: $M_{\mathrm{sf}}=\frac{b}{a+b}{M}_g$ ， $M_{\mathrm{sr}}=\frac{a}{a+b}{M}_g$ ， $F_f=-(K_2\stackrel{\·\·}{\mathrm{\θ}}-F_{\mathrm{df}})=F_{\mathrm{df}}+F_{\mathrm{uf}}$ ， $F_r=-(K_1\stackrel{\·\·}{\mathrm{\θ}}-F_{\mathrm{dr}})=F_{\mathrm{dr}}+F_{\mathrm{ur}}$ , then formula (8), (9) abbreviation are:

$\left\{\begin{array}{c}{M}_{\mathrm{sf}}{\stackrel{\·\·}{x}}_{\mathrm{sf}}=-k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-F_f\\ M_{\mathrm{uf}}{\stackrel{\·\·}{x}}_{\mathrm{uf}}=k_{\mathrm{sf}}(x_{\mathrm{sf}}-x_{\mathrm{uf}})-k_{\mathrm{tf}}(x_{\mathrm{uf}}-x_{\mathrm{if}})+F_f\end{array}\right.---\left(10\right)$

$\left\{\begin{array}{c}{M}_{\mathrm{sr}}{\stackrel{\·\·}{x}}_{\mathrm{sr}}=-k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-F_r\\ M_{\mathrm{ur}}{\stackrel{\·\·}{x}}_{\mathrm{ur}}=k_{\mathrm{sr}}(x_{\mathrm{sr}}-x_{\mathrm{ur}})-k_{\mathrm{tr}}(x_{\mathrm{ur}}-x_{\mathrm{ir}})+F_r\end{array}\right.---\left(11\right)$

As can be seen from formula (10) and (11), this is two standard sets " 1/4th " kinetics equation of vehicle controllable vehicle suspension subsystem ^[1], and there is not the system state variables intercoupled, originally be coupled two the sub-suspension systems of " 1/4th " vehicle controllable vehicle represented by formula (8) and (9) by system state variables pitching angle theta, by introducing feedback quantity , control its corresponding non-spring and carry controllable damper, so just achieve the complete lattice uneoupled control such as formula two groups of " 1/4th " vehicle controllable suspension subsystems (10) and (11) Suo Shi.

For the validity based on two controllable damper structure decoupling method that checking the present invention proposes, establish above-mentioned based on the kinetic model of two controllable damper structure decoupling suspension system and the kinetic model of the passive suspension system of traditional coupling under Matlab/Simulink environment, verified the validity of this pair of controllable damper structure decoupling method by Simulation Test ^[1].Fig. 3, Fig. 4 respectively illustrate in single-frequency harmonic wave, level and smooth Puled input excitation ^[2]under, about comparing with the time domain response of the passive suspension system of traditional coupling based on two controllable damper structure decoupling suspension system of proposing, assuming that Vehicle Speed is 60Km/h, the critical for the evaluation of selection is: barycenter acceleration/accel , pitch angle acceleration/accel , front-wheel spring carries acceleration/accel and non-spring carries acceleration/accel , trailing wheel spring carries acceleration/accel and non-spring carries acceleration/accel , front tyre dynamic force F _tf, rear tire dynamic force F _tr, learnt by system response comparative analysis: two controllable damper structure decoupling suspension systems that the present invention proposes are implemented effectively to control to the luffing of vehicle; Suspension subsystem after decoupling zero can separate work, and after to a certain degree inhibit, spring carries displacement acceleration, improves rear row's travelling comfort; System enhancement simultaneously after decoupling zero tire operating mode, extends Using Life of Tyre; Importantly, the sequential chart variation tendency of decoupling zero fore suspension and rear suspension system parameters is consistent, and therefore after decoupling zero, system does not change the intrinsic dynamics of conventional suspension systems.

In summary, the structure decoupling method that the present invention proposes is effective and feasible, for further car load half active Decoupling Controller Design provides guarantee, the novel semi-active suspension structure that the present invention proposes can drop into practical engineering application, has application prospect widely.

[1]?Wang?E?R,?Ying?L,?Wang?WJ,?Rakheja?S?and?Su?C-Y.?Semi-active?control?of?vehicle?suspension?with?MR-Damper:?Part?I-Controller?Synthesis?and?Evaluation?[J].?Chinese?J.?of?Mechanical?Engineering,?2008,?21(1):13-19.

[2]?Zhang?HL,?Wang?ER,?Ming?FH,?Rakheja?S?and?Su?C-Y.?Skyhook-Based?Semi-active?Control?of?Full-vehicle?Suspension?with?Magneto-rheological?Dampers?[J].Chinese?J.?of?Mechanical?Engineering,?2012.?(To?appear)

Advantage of the present invention:

1, innovation characteristic of the present invention is embodied in and starts with from traditional Pendant Structure Of Vehicle, adopts two controllable damper suspension frame structure: one is that non-spring carries controllable damper mainly through introducing vehicle pitch angular acceleration the controlled reset of state variable regulates non-spring to carry dumping force, come emphasis to realize in half body suspension system before and after sub-suspension full decoupled, and improve vehicle pitch kinematical suspension performance; Two is that spring carries the control policy of controllable damper by direct Application comparison maturation " 1/4th " vehicle controllable vehicle suspension subsystem, carrys out emphasis and improves the suspension properties such as vehicle vertical movement resonance suppression.Accordingly, greatly can simplify the complexity of Vehicle Semi-active Suspension System Controller gain variations and improve the real-time of controllable suspension control system, conveniently dropping into practical engineering application.

2, the present invention adds two controllable damper on the passive suspension frame structure of conventional truck, do not change the structure design that vehicle is original, maintain the dynamics that conventional suspension systems is intrinsic, avoid the drawback that the vehicle suspension system decoupling method delivered exists too much assumed condition, the industrial requirements of suspension system designs can be met, be easy to Project Realization.

3, the non-spring in two controllable damper suspension frame structures of proposing of the present invention carries controllable damper, by introducing vehicle pitch angular acceleration the controlled reset of state variable regulates non-spring to carry dumping force, before and after not only can realizing in half body suspension system, sub-suspension is full decoupled, and vehicle pitch kinematical suspension performance can be improved, its Project Realization only needs to measure vehicle body pitch angle acceleration/accel variable in real time, required sensor is few, real-time is good, is convenient to drop into actual use.In addition, because non-spring carries, controllable damper and tire are approximate parallelly to be installed, can also improve the Dynamic Load Characteristics of vehicle tyre further, improve the safety in operation of vehicle and the service life of prolongation tire.

4, the complete lattice decoupling method of half car controllable suspension system of the present invention's proposition, the vibration damping that can be applied directly to as the sulky vehicle such as Mountain bike, motor bike controls, also can be extended to the uneoupled control of car load 4 controllable suspension subsystems, and the vibration damping promoted the use of as institutional systems such as precision lathe processing, architectural designs controls.

Claims (2)

1. based on the control method of the Vehicle Semi-active Suspension of two controllable damper, its Vehicle Semi-active Suspension comprises coil spring, spring carries controllable damper, non-spring carries controllable damper, linkage, Control arm, tire, angular acceleration transducer, ECU (Electrical Control Unit) and electric current driver module, non-spring carries controllable damper and is installed between Lower control arm and connecting rod, and with tire less parallel; Spring carries the upper end that controllable damper is arranged on connecting rod; Angular acceleration transducer is installed on vehicle body barycenter place; The input end of ECU (Electrical Control Unit) is connected with the mouth of described angular acceleration transducer, and its mouth is connected with driver module; Described driver module output port carries controllable damper respectively and carries controllable damper with non-spring and be connected with described spring; It is characterized in that, detailed process is: in vehicle operation, angular acceleration transducer sends the vehicle body pitch angle acceleration signal collected to ECU (Electrical Control Unit), ECU (Electrical Control Unit) calculates backward driver module according to control algorithm and sends control signal, driver module carries controllable damper to non-spring and exports the drive singal corresponding with control signal, finally carrying controllable damper by non-spring provides corresponding dumping force to vehicle, finally realizes the uneoupled control of half body suspension system.

2. the control method of the Vehicle Semi-active Suspension based on two controllable damper according to claim 1, is characterized in that, described angular acceleration transducer using pitch angle acceleration/accel as feedback of status amount:

$\left\{\begin{array}{c}{K}_1=\frac{a}{a+b}{M}_g(b-\frac{I_{\mathrm{\θ}}}{a{M}_g})\\ K_2=-\frac{b}{a+b}{M}_g(a-\frac{I_{\mathrm{\θ}}}{b{M}_g})\end{array}\right.$

K ₁, K ₂for feedback states amount; A, b represent the wheelbase of vehicle body barycenter to antero posterior axis, M _gfor vehicle body spring carried mass, I _θrepresent the pitch rotation inertia of vehicle body.