CN109682611B - Method and system for adjusting damping characteristics of whole vehicle based on magnetorheological damper - Google Patents
Method and system for adjusting damping characteristics of whole vehicle based on magnetorheological damper Download PDFInfo
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Abstract
The invention provides a method for adjusting the damping characteristic of a whole vehicle based on a magnetorheological damper, which comprises the steps of detecting the position information of a tested vehicle in the vertical direction and the position information of the magnetorheological damper; detecting real-time current of a coil of the magneto-rheological damper, and calculating the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the detected real-time current and a current expected value; the duty ratio of the PWM wave signal is changed, the magnetorheological drive circuit is controlled to output corresponding control current to the magnetorheological damper according to the PWM wave signal, the output of the magnetorheological damper meets the requirements of smoothness and stability of a tested vehicle, the damping characteristic is realized, the adjusting efficiency can be effectively improved, the adjusting period is shortened, and the cooperation of a plurality of dampers is not needed, so that the production cost of the vehicle can be effectively reduced, and the waste of resources can be effectively avoided.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a method and a system for adjusting the damping characteristic of a whole automobile based on a magnetorheological damper.
Background
In the automobile production process, the ride comfort and the stability that whole car drove are related to the timing of the chassis of car, and the damping characteristic of vehicle chassis is the damping characteristic of whole car promptly, and to the damping characteristic timing of whole car, current mode carries out the timing through traditional hydraulic damper, at the timing in-process, in order to test the different damping characteristics of whole car, needs the hydraulic damper of a plurality of different damping characteristics, and this kind of mode has following defect: in the timing test, need install different dampers on whole car and change from whole car to cause the timing efficiency of software testing low, the cycle length, moreover, adopt current mode, need numerous traditional hydraulic damper, thereby improved the manufacturing cost of car greatly.
Therefore, in order to solve the above technical problems, it is necessary to provide a new solution.
Disclosure of Invention
In view of the above, the present invention provides a method and a system for adjusting the damping characteristic of a whole vehicle based on a magnetorheological damper, wherein the damping characteristic of the whole vehicle of the vehicle can be adjusted only by one magnetorheological damper, and the driving smoothness and stability of the whole vehicle can be satisfied; the adjusting efficiency can be effectively improved, the adjusting period is shortened, and the cooperation of a plurality of dampers is not needed, so that the production cost of the vehicle can be effectively reduced, and the waste of resources can be effectively avoided.
The invention provides a method for adjusting the damping characteristic of a whole vehicle based on a magnetorheological damper, which comprises the following steps:
s1, mounting a magneto-rheological damper on a tested vehicle, and detecting position information of the tested vehicle in the vertical direction and position information of the magneto-rheological damper;
s2, judging whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
s3, detecting the real-time current of a coil of the magneto-rheological damper, and calculating the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the detected real-time current and a current expected value;
s4, changing the duty ratio of the PWM wave signal by adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the compression process or adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the recovery process,
and S5, controlling the magneto-rheological drive circuit to output corresponding control current to the magneto-rheological damper according to the PWM wave signal, so that the output of the magneto-rheological damper meets the set damping characteristics required by smoothness and stability of the tested vehicle.
Further, in step S3, the desired current value is determined according to the following method:
establishing a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, C is the viscous damping coefficient of the magneto-rheological damper, V is the relative speed of a piston rod and a piston cylinder of the magneto-rheological damper, C is the working damping coefficient of the magneto-rheological damper and comprises a compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]The current is the Coulomb damping function of the magneto-rheological damper, and I () is the current of the magneto-rheological damper;
establishing a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
setting an adjustment index alpha and a working damping coefficient C, detecting the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper, and searching a three-dimensional data comparison table to obtain a current expected value I0(k)。
Further, in step S3, the duty ratio u (k) of the PWM wave signal is determined by using a PID algorithm, which is specifically as follows:
acquiring the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]
the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)-△u(k)；
wherein k is a sampling sequence number and represents the kth sampling; e (k) is the expected current I at the k-th sampling0(k) And actually sampling electricityThe difference of the current I (K), e (K-1) is the difference of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference of the expected current and the actual sampling current during the K-2 sampling, and K isPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDFor the differential time constant of the PID algorithm, u (k-1) is the duty cycle at the k-1 th sample, and at this time u (k-1) is 0 at the beginning.
Correspondingly, the invention also provides a whole vehicle damping characteristic adjusting system based on the magnetorheological damper, which comprises the magnetorheological damper, a master controller, a damping coefficient adjusting button, an index adjusting button, a magnetorheological drive circuit and a detection unit;
the magnetorheological damper is arranged on a tested vehicle, the damping coefficient adjusting button and the index adjusting button are connected with the master controller, the control output end of the master controller is connected with the control input end of the magnetorheological driving circuit, and the output end of the magnetorheological driving circuit is connected with a coil of the magnetorheological damper;
the detection unit is used for detecting position information of a vehicle in the vertical direction, magnetorheological position information and real-time working current information of a coil of the magnetorheological damper, the output end of the detection unit is connected with the signal input end of the main controller, and the damping coefficient adjusting button comprises a compression damping coefficient adjusting button and a restoration damping coefficient adjusting button.
The magnetorheological damper further comprises an isolation amplifying circuit, wherein the input end of the isolation amplifying circuit is connected with the control output end of the main controller, and the output end of the isolation amplifying circuit is connected with the coil of the magnetorheological damper.
Further, the main controller outputs PWM driving signals with adjustable duty ratio to the magneto-rheological driving circuit according to the following method:
a tester inputs an adjusting index, a compression damping coefficient and a restoration damping coefficient to the master controller through the compression damping coefficient adjusting button, the restoration damping coefficient adjusting button and the index adjusting button;
the master controller obtains position information of a tested vehicle in the vertical direction and position information of the magneto-rheological damper;
the master controller judges whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
the main controller obtains real-time current passing through a coil of the magneto-rheological damper, calculates the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the obtained real-time current and a current expected value, generates a PWM driving signal according to the duty ratio and outputs the PWM driving signal to the magneto-rheological driving circuit.
Further, the master determines the desired current value according to the following method:
the main controller establishes a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, C is the viscous damping coefficient of the magneto-rheological damper, V is the relative speed of a piston rod and a piston cylinder of the magneto-rheological damper, C is the working damping coefficient of the magneto-rheological damper and comprises a compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]The current is the Coulomb damping function of the magneto-rheological damper, and I () is the current of the magneto-rheological damper;
the master controller establishes a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
the main controller obtains the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper according to the adjustment index alpha and the working damping coefficient C input by a tester, and then searches a three-dimensional data comparison table to obtain a current expected value I0(k)。
Further, the main controller adopts a PID algorithm to determine the duty ratio u (k) of the PWM wave signal, which is as follows:
the master controller collects the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]
the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)-△u(k)；
wherein k is a sampling sequence number and represents the kth sampling; e (k) is the expected current I at the k-th sampling0(k) The difference value with the actual sampling current I (K), e (K-1) is the difference value of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference value of the expected current and the actual sampling current during the K-2 sampling, and K is the difference value of the expected current and the actual sampling current during the K-2 samplingPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDFor the differential time constant of the PID algorithm, u (k-1) is the duty cycle at the k-1 th sample, and at this time u (k-1) is 0 at the beginning.
The invention has the beneficial effects that: according to the invention, the whole damping characteristic of the automobile can be adjusted and calibrated only by one magneto-rheological damper, and the driving smoothness and stability of the whole automobile are met; the adjusting efficiency can be effectively improved, the adjusting period is shortened, and the cooperation of a plurality of dampers is not needed, so that the production cost of the vehicle can be effectively reduced, and the waste of resources can be effectively avoided.
Drawings
The invention is further described below with reference to the following figures and examples:
FIG. 1 is a flow chart of the present invention.
Fig. 2 is a schematic diagram of the structure of the system of the present invention.
FIG. 3 is a schematic diagram of an embodiment of a MR drive circuit according to the present invention.
FIG. 4 is a schematic diagram of another embodiment of a MR drive circuit according to the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings, in which:
the invention provides a method for adjusting the damping characteristic of a whole vehicle based on a magnetorheological damper, which comprises the following steps:
s1, mounting a magneto-rheological damper on a tested vehicle, and detecting position information of the tested vehicle in the vertical direction and position information of the magneto-rheological damper;
s2, judging whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
s3, detecting the real-time current of a coil of the magneto-rheological damper, and calculating the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the detected real-time current and a current expected value;
s4, changing the duty ratio of the PWM wave signal by adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the compression process or adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the recovery process,
s5, controlling a magneto-rheological drive circuit to output corresponding control current to a magneto-rheological damper according to the PWM wave signal, and realizing that the output of the magneto-rheological damper meets the set damping characteristics required by smoothness and stability of the tested vehicle; the adjustment efficiency can be effectively improved, the adjustment period is shortened, and a plurality of dampers are not needed to be matched, so that the production cost of the vehicle can be effectively reduced, and the waste of resources can be effectively avoided; of course, the magnetorheological damper with the adjustable overall length is preferably selected to meet the requirements of different vehicle types, and the magnetorheological damper with the adjustable length can be directly purchased in the market, and is not described herein.
In this embodiment, in step S3, the expected current value is determined according to the following method:
establishing a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, C is the viscous damping coefficient of the magneto-rheological damper, V is the relative speed of a piston rod and a piston cylinder of the magneto-rheological damper, C is the working damping coefficient of the magneto-rheological damper and comprises a compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]The current is the Coulomb damping function of the magneto-rheological damper, and I () is the current of the magneto-rheological damper;
establishing a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
setting an adjustment index alpha and a working damping coefficient C, detecting the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper, and searching a three-dimensional data comparison table to obtain a current expected value I0(k)。
Specifically, in step S3, the duty ratio u (k) of the PWM wave signal is determined by using the PID algorithm, which is specifically as follows:
acquiring the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]
the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)-△u(k)；
wherein k isA sampling number indicating a kth sampling; e (k) is the expected current I at the k-th sampling0(k) The difference value with the actual sampling current I (K), e (K-1) is the difference value of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference value of the expected current and the actual sampling current during the K-2 sampling, and K is the difference value of the expected current and the actual sampling current during the K-2 samplingPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDThe method can accurately determine PWM driving signals with different duty ratios output to the magneto-rheological driving circuit under the conditions of different speeds V, adjustment indexes and damper adjustment coefficients, thereby being convenient for adjusting the damping characteristic of the whole vehicle, being capable of quickly finding the damping characteristic and the damping force meeting the design smoothness and the operation stability of the tested vehicle, being capable of effectively improving the adjustment efficiency of the damping characteristic of the whole vehicle and shortening the adjustment period.
Correspondingly, the invention also provides a whole vehicle damping characteristic adjusting system based on the magnetorheological damper, which comprises the magnetorheological damper, a master controller, a damping coefficient adjusting button, an index adjusting button, a magnetorheological drive circuit and a detection unit;
the magnetorheological damper is arranged on a tested vehicle, the damping coefficient adjusting button and the index adjusting button are connected with the master controller, the control output end of the master controller is connected with the control input end of the magnetorheological driving circuit, and the output end of the magnetorheological driving circuit is connected with a coil of the magnetorheological damper;
the detection unit is used for detecting position information of a vehicle in the vertical direction, magnetorheological position information and real-time working current information of a coil of the magnetorheological damper, the output end of the detection unit is connected with the signal input end of the main controller, the detection unit comprises a position sensor and a sampling resistor Rc, and the sampling resistor is connected between the coil of the magnetorheological damper and the ground;
the damping coefficient adjusting button comprises a compression damping coefficient adjusting button and a restoration damping coefficient adjusting button, and by the structure, the whole damping characteristic of the automobile can be adjusted only by one magneto-rheological damper, and the driving smoothness and the stability of the whole automobile are met; the adjusting efficiency can be effectively improved, the adjusting period is shortened, and the cooperation of a plurality of dampers is not needed, so that the production cost of the vehicle can be effectively reduced, and the waste of resources can be effectively avoided.
The magnetorheological drive circuit can adopt the following two circuit structures: as shown in fig. 3 and 4, respectively, the magnetorheological drive circuit in fig. 3 adopts a half-bridge MOS transistor composed of two MOS transistors as the magnetorheological drive circuit, and in fig. 4, a single MOS transistor is adopted as the magnetorheological drive circuit, and a consumption resistor R is connected in series to the coil of the magnetorheological damper, because the coil itself has an inductive property, and there is a hysteresis effect in current change, when the power supply is cut off, although the coil itself is connected with a freewheeling diode in parallel, the loop composed of the coil and the freewheeling diode enables the induced current of the coil to circulate for a long time, although the coil itself has an impedance, the consumption of the induced current by the impedance of the coil itself is very slow, which affects the states of the coil itself and the magnetorheological fluid, so that the consumption of the induced current of the coil is accelerated by the action of the consumption resistor R, to avoid the adverse effects of induced currents, the coils of the magnetorheological damper are denoted by L in fig. 3 and 4.
Of course, the whole system further includes a 5V dc power supply for supplying power to each button switch and the master controller, and a 24V dc power supply for supplying power to the magnetorheological damper, wherein the 5V dc power supply and the 24V dc power supply can be supplied with power by independent power supplies, or can both supply power by 12V dc power, and then step down the 12V dc power to 5V dc power, and step up the 12V dc power to 24V dc power, which belongs to the prior art and is not described herein.
In the embodiment, the magnetorheological damper further comprises an isolation amplifying circuit, the input end of the isolation amplifying circuit is connected with the control output end of the main controller, the output end of the isolation amplifying circuit is connected with the coil of the magnetorheological damper, the structure can provide PWM driving signals with enough power for the magnetorheological driving circuit, the magnetorheological driving circuit is isolated from the main controller, the main controller is well protected, the isolation amplifying circuit only adopts the existing circuit, and the main controller adopts the existing single chip microcomputer.
In this embodiment, the master controller outputs a PWM driving signal with an adjustable duty ratio to the magnetorheological driving circuit according to the following method:
a tester inputs an adjusting index, a compression damping coefficient and a restoration damping coefficient to the master controller through the compression damping coefficient adjusting button, the restoration damping coefficient adjusting button and the index adjusting button;
the master controller obtains position information of a tested vehicle in the vertical direction and position information of the magneto-rheological damper;
the master controller judges whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
the main controller obtains real-time current passing through a coil of the magneto-rheological damper, calculates the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the obtained real-time current and a current expected value, generates a PWM driving signal according to the duty ratio and outputs the PWM driving signal to the magneto-rheological driving circuit.
Specifically, the master determines the current desired value according to the following method:
the main controller establishes a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, C is the viscous damping coefficient of the magneto-rheological damper, V is the relative speed of a piston rod and a piston cylinder of the magneto-rheological damper, C is the working damping coefficient of the magneto-rheological damper and comprises a compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]Is the Coulomb damping function of the magneto-rheological damper, and I () is the magneto-rheologicalThe current of the damper;
the master controller establishes a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
the main controller obtains the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper according to the adjustment index alpha and the working damping coefficient C input by a tester, and then searches a three-dimensional data comparison table to obtain a current expected value I0(k)；
Specifically, the method comprises the following steps: the main controller determines the duty ratio u (k) of the PWM wave signal by adopting a PID algorithm, and the specific steps are as follows:
the master controller collects the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]
the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)-△u(k)；
wherein k is a sampling sequence number and represents the kth sampling; e (k) is the expected current I at the k-th sampling0(k) The difference value with the actual sampling current I (K), e (K-1) is the difference value of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference value of the expected current and the actual sampling current during the K-2 sampling, and K is the difference value of the expected current and the actual sampling current during the K-2 samplingPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDFor the differential time constant of the PID algorithm, u (k-1) is the duty cycle at the k-1 th sampling and at the beginning of this time u (k-1) is 0, and can be accurately determined by the above control of the master controllerUnder the conditions of different speeds V, adjusting indexes and damper adjusting coefficients, PWM driving signals with different duty ratios are output to the magneto-rheological driving circuit, so that the damping characteristic of the whole vehicle can be adjusted conveniently, the damping characteristic and the damping force which meet the design smoothness and the operation stability of the tested vehicle can be quickly found, the adjustment efficiency of the damping characteristic of the whole vehicle can be effectively improved, and the adjustment period can be shortened; the relative speed of the piston rod relative to the piston cylinder is calculated through the stroke size obtained through the positions of two adjacent times and the interval time of the two adjacent times of sampling.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.
Claims (4)
1. A whole vehicle damping characteristic adjusting method based on a magnetorheological damper is characterized by comprising the following steps: the method comprises the following steps:
s1, mounting a magneto-rheological damper on a tested vehicle, and detecting position information of the tested vehicle in the vertical direction and position information of the magneto-rheological damper;
s2, judging whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
s3, detecting the real-time current of a coil of the magneto-rheological damper, and calculating the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the detected real-time current and a current expected value;
s4, changing the duty ratio of the PWM wave signal by adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the compression process or adjusting the adjustment index of the magneto-rheological damper and the damping coefficient of the magneto-rheological damper in the recovery process,
s5, controlling a magneto-rheological drive circuit to output corresponding control current to the magneto-rheological damper according to the PWM wave signal, and realizing that the output of the magneto-rheological damper meets the set damping characteristics required by smoothness and stability of the tested vehicle;
in step S3, a PID algorithm is used to determine the duty ratio u (k) of the PWM wave signal, which is as follows:
acquiring the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]
the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)+△u(k)；
wherein k is a sampling sequence number and represents the kth sampling; e (k) is the expected current I at the k-th sampling0(k) The difference value with the actual sampling current I (K), e (K-1) is the difference value of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference value of the expected current and the actual sampling current during the K-2 sampling, and K is the difference value of the expected current and the actual sampling current during the K-2 samplingPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDU (k-1) is the duty cycle at the k-1 th sampling, and at this time, u (k-1) is 0 at the beginning, which is the differential time constant of the PID algorithm;
in step S3, the desired current value is determined according to the following method:
establishing a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, c is the viscous damping coefficient of the magneto-rheological damper, and V is the piston rod and the piston of the magneto-rheological damperThe relative speed of the plug cylinder, C is the working damping coefficient of the magnetorheological damper, including the compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]The current is the Coulomb damping function of the magneto-rheological damper, and I () is the current of the magneto-rheological damper;
establishing a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
setting an adjustment index alpha and a working damping coefficient C, detecting the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper, and searching a three-dimensional data comparison table to obtain a current expected value I0(k)。
2. The utility model provides a whole car damping characteristic timing system based on magnetic current becomes attenuator which characterized in that: the magnetorheological damper comprises a magnetorheological damper, a master controller, a damping coefficient adjusting button, an index adjusting button, a magnetorheological drive circuit and a detection unit;
the magnetorheological damper is arranged on a tested vehicle, the damping coefficient adjusting button and the index adjusting button are connected with the master controller, the control output end of the master controller is connected with the control input end of the magnetorheological driving circuit, and the output end of the magnetorheological driving circuit is connected with a coil of the magnetorheological damper;
the detection unit is used for detecting position information of a vehicle in the vertical direction, magnetorheological position information and real-time working current information of a coil of the magnetorheological damper, and the output end of the detection unit is connected with the signal input end of the main controller, wherein the damping coefficient adjusting button comprises a compression damping coefficient adjusting button and a restoration damping coefficient adjusting button;
the main controller adopts a PID algorithm to determine the duty ratio u (k) of the PWM wave signal, and the specific steps are as follows:
the master controller collects the working current I (k) of a coil of the magnetorheological damper in real time;
and performing difference operation on the working current I (k) and the current expected value to obtain a current difference e (k):
e(k)＝I0(k)-I(k)；
calculating the duty ratio increment delta u (k) of the PWM signal:
△u(k)＝KP[e(k)-e(k-1)]+KIe(k)+KD[e(k)-2e(k-1)+e(k-2)]the duty ratio u (k) of the PWM wave signal is calculated by the following formula:
u(k)＝u(k-1)+△u(k)；
wherein k is a sampling sequence number and represents the kth sampling; e (k) is the expected current I at the k-th sampling0(k) The difference value with the actual sampling current I (K), e (K-1) is the difference value of the expected current and the actual sampling current during the K-1 sampling, e (K-2) is the difference value of the expected current and the actual sampling current during the K-2 sampling, and K is the difference value of the expected current and the actual sampling current during the K-2 samplingPIs the proportionality coefficient of PID algorithm, KIIs the integral coefficient of the PID algorithm, KDIs a differential coefficient of PID algorithm, wherein KI＝KPT/TI，KD＝KPTDT, wherein T is a sampling period; t isIIs the integral time constant of the PID algorithm; t isDU (k-1) is the duty cycle at the k-1 th sampling, and at this time, u (k-1) is 0 at the beginning, which is the differential time constant of the PID algorithm;
the master determines the current desired value according to the following method:
the main controller establishes a relation model of the damping force of the magneto-rheological damper and the working current of the magneto-rheological damper:
F＝c·V+f[I(C,α,V)]c · V; wherein F is the damping force of the magneto-rheological damper, C is the viscous damping coefficient of the magneto-rheological damper, V is the relative speed of a piston rod and a piston cylinder of the magneto-rheological damper, C is the working damping coefficient of the magneto-rheological damper and comprises a compression damping coefficient C1And the damping coefficient C of restoration2Alpha is the adjustment index of the magneto-rheological damper, f [. cndot.)]The current is the Coulomb damping function of the magneto-rheological damper, and I () is the current of the magneto-rheological damper;
the master controller establishes a three-dimensional data comparison table of the current, the working damping coefficient and the adjustment index of the magnetorheological damper and the relative speed of a piston rod and a piston cylinder of the magnetorheological damper;
the main controller adjusts the index alpha and the work index according to the input of the testerMaking a damping coefficient C, obtaining the real-time relative speed V of a piston rod and a piston cylinder of the magnetorheological damper, and then searching a three-dimensional data comparison table to obtain a current expected value I0(k)。
3. The magnetorheological damper-based damping characteristic tuning system for the whole vehicle as claimed in claim 2, wherein: the magnetorheological damper further comprises an isolation amplifying circuit, the input end of the isolation amplifying circuit is connected with the control output end of the main controller, and the output end of the isolation amplifying circuit is connected with the coil of the magnetorheological damper.
4. The magnetorheological damper-based damping characteristic tuning system for the whole vehicle as claimed in claim 2, wherein: the main controller outputs PWM driving signals with adjustable duty ratio to the magnetorheological driving circuit according to the following method:
a tester inputs an adjusting index, a compression damping coefficient and a restoration damping coefficient to the master controller through the compression damping coefficient adjusting button, the restoration damping coefficient adjusting button and the index adjusting button;
the master controller obtains position information of a tested vehicle in the vertical direction and position information of the magneto-rheological damper;
the master controller judges whether the magneto-rheological damper is in a compression process or a recovery process according to the position information of the tested vehicle and the position information of the magneto-rheological damper;
the main controller obtains real-time current passing through a coil of the magneto-rheological damper, calculates the duty ratio of a PWM wave signal for controlling the magneto-rheological driving circuit according to the obtained real-time current and a current expected value, generates a PWM driving signal according to the duty ratio and outputs the PWM driving signal to the magneto-rheological driving circuit.
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| CN112923008B (en) * | 2021-01-25 | 2022-05-10 | 南京林业大学 | Magnetorheological damping integrated device and Internet of things system |
| CN113448296B (en) * | 2021-06-08 | 2023-05-12 | 东风柳州汽车有限公司 | Vehicle production control method, device, equipment and storage medium |
| CN115419629B (en) * | 2022-08-31 | 2024-06-11 | 上海积塔半导体有限公司 | Test cylinder, semiconductor device and method for monitoring running speed of piston of semiconductor device |
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