中文摘要：

控制被建议同时改进道路友好并且骑一根二轴的学校总线的舒适的匹配基于 LQG (线性二次的 Gaussian ) ECAS (电子地控制的空气暂停) 抑制的僵硬和连续变量的一个新奇方法。在暂停特征考虑暂停非线性和 target-height-dependent 变化，在总线的驱动器轴上装的 ECAS 的一个僵硬模型基于热力学被开发，关键参数通过域测试被获得。由基于设计为充分装载的公共汽车的 ECAS 决定目标高度的合适的范围，车辆身体的要求弹起频率，目标暂停高度的控制算法(即，僵硬) 根据驾驶速度和道路粗糙被导出。考虑一个连续变量的非线性半活跃更潮湿，抑制力量从最佳通过空气春天力量的减法被获得综合暂停强迫控制，它基于 LQG 是计算的。最后， GA (基因算法) 基于在走的可变抑制之间的匹配的方法，僵硬作为一个基准被采用评估基于 LQG 的匹配方法的有效性。模拟结果与 基于GA 的匹配方法，两动态轮胎力量和车辆身体相比显示那垂直加速回答显著地在车辆身体附近被减少弹起采用 基于LQG 的匹配方法的频率，与山峰，动态轮胎的价值强迫 PSD (力量光谱密度)在73.6%减少了，60.8%和71.9%为车辆身体在三个盒子，和相应减小中是71.3%，59.4%和68.2%垂直加速。到驾驶速度和道路粗糙的变化的强壮的坚韧性也为基于 LQG 的匹配方法被观察。

英文摘要：

A novel method of matching stiffness and continuous variable damping of an ECAS （electronically controlled air suspension） based on LQG （linear quadratic Gaussian） control was proposed to simultaneously improve the road-friendliness and ride comfort of a two-axle school bus. Taking account of the suspension nonlinearities and target-height-dependent variation in suspension characteristics, a stiffness model of the ECAS mounted on the drive axle of the bus was developed based on thermodynamics and the key parameters were obtained through field tests. By determining the proper range of the target height for the ECAS of the fully-loaded bus based on the design requirements of vehicle body bounce frequency, the control algorithm of the target suspension height （i.e., stiffness） was derived according to driving speed and road roughness. Taking account of the nonlinearities of a continuous variable semi-active damper, the damping force was obtained through the subtraction of the air spring force from the optimum integrated suspension force, which was calculated based on LQG control. Finally, a GA （genetic algorithm）-based matching method between stepped variable damping and stiffness was employed as a benchmark to evaluate the effectiveness of the LQG-based matching method. Simulation results indicate that compared with the GA-based matching method, both dynamic tire force and vehicle body vertical acceleration responses are markedly reduced around the vehicle body bounce frequency employing the LQG-based matching method, with peak values of the dynamic tire force PSD （power spectral density） decreased by 73.6%, 60.8% and 71.9% in the three cases, and corresponding reduction are 71.3%, 59.4% and 68.2% for the vehicle body vertical acceleration. A strong robustness to variation of driving speed and road roughness is also observed for the LQG-based matching method.