CN116604990A - Method and device for determining current of shock absorber in vehicle, vehicle and storage medium - Google Patents
Method and device for determining current of shock absorber in vehicle, vehicle and storage medium Download PDFInfo
- Publication number
- CN116604990A CN116604990A CN202310771089.0A CN202310771089A CN116604990A CN 116604990 A CN116604990 A CN 116604990A CN 202310771089 A CN202310771089 A CN 202310771089A CN 116604990 A CN116604990 A CN 116604990A
- Authority
- CN
- China
- Prior art keywords
- current
- shock absorber
- temperature
- target
- determining
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000006096 absorbing agent Substances 0.000 title claims abstract description 168
- 230000035939 shock Effects 0.000 title claims abstract description 168
- 238000000034 method Methods 0.000 title claims abstract description 52
- 238000013016 damping Methods 0.000 claims abstract description 86
- 238000012545 processing Methods 0.000 claims description 10
- 230000017525 heat dissipation Effects 0.000 claims description 7
- 230000002159 abnormal effect Effects 0.000 abstract description 15
- 239000000047 product Substances 0.000 description 61
- 230000000630 rising effect Effects 0.000 description 10
- 230000000875 corresponding effect Effects 0.000 description 9
- 239000012530 fluid Substances 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 239000004973 liquid crystal related substance Substances 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 239000002699 waste material Substances 0.000 description 4
- 238000004364 calculation method Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000012937 correction Methods 0.000 description 2
- 230000002596 correlated effect Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000013507 mapping Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 238000010626 work up procedure Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/20—Type of damper
- B60G2202/24—Fluid damper
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The present disclosure discloses a method, apparatus, vehicle and storage medium for determining a damper current in a vehicle. Wherein the method comprises the following steps: determining a present operating current of a shock absorber in the vehicle when the vehicle is in a low temperature state; determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber; determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used for modifying the current working current; and adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber. The present disclosure solves the technical problem of abnormal rise of damping force in a shock absorber in a low temperature state.
Description
Technical Field
The present disclosure relates to the field of vehicles, and in particular, to a method and apparatus for determining a damper current in a vehicle, and a storage medium.
Background
At present, the magnetorheological damper is used as an emerging damper structure type, has a series of advantages of high response speed, low-speed large damping force, good symmetry of stretching and compression damping force, simple structure and the like, and can effectively improve the comfort and the operability of the whole vehicle. However, the magnetorheological damper generates larger rise along with the temperature reduction of the viscosity of the magnetorheological fluid, if the magnetorheological damper is in a low-temperature environment, the damping force of the magnetorheological damper is abnormally increased, so that the comfort of the whole vehicle is affected, and the technical problem of the abnormal rise of the damping force of the damper is caused in a low-temperature state.
Aiming at the technical problem that the damping force in the shock absorber is abnormally increased in a low-temperature state, no effective solution is proposed at present.
Disclosure of Invention
The embodiment of the disclosure provides a method and a device for determining current of a shock absorber in a vehicle, the vehicle and a storage medium, so as to at least solve the technical problem that damping force in the shock absorber is abnormally increased in a low-temperature state.
According to one aspect of an embodiment of the present disclosure, a method of determining a damper current in a vehicle is provided. The method may include: determining a present operating current of a shock absorber in the vehicle when the vehicle is in a low temperature state; determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber; determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used for modifying the current working current; and adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber.
Optionally, determining the target temperature of the shock absorber at the present operating current includes: acquiring the current damping force coefficient of the shock absorber, the resistance of the shock absorber, the moving speed of the shock absorber and the mass of the shock absorber; the target temperature of the shock absorber at the current operating current is determined based on the current damping force coefficient, resistance, moving speed and mass.
Optionally, determining the target temperature of the shock absorber under the influence of the current operating current based on the current damping force coefficient, the resistance, the moving speed and the mass includes: determining the product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determining the product of the current working current and the square of the resistor to obtain a second product; determining the product between the mass and the specific heat capacity of the shock absorber to obtain a third product, and determining the product between the heat conduction coefficient of the shock absorber and the heat dissipation surface area of the shock absorber to obtain a fourth product; determining the sum of the first product and the second product to obtain a first sum, and determining the sum of the third product and the fourth product to obtain a second sum; a quotient between the first sum and the second sum is determined, and the sum between the quotient and the current ambient temperature is determined as the target temperature.
Optionally, adjusting the current working current by a temperature compensation coefficient to obtain a target working current includes: determining a product between the temperature compensation coefficient and the vehicle parking coefficient as a target compensation coefficient, wherein the vehicle parking coefficient is used for representing the influence degree of the vehicle parking time on the temperature of the shock absorber; the present operating current is adjusted to a target operating current based on the target compensation coefficient.
Optionally, adjusting the present operating current to the target operating current based on the target compensation coefficient includes: and determining the product between the target compensation coefficient and the current working current as the target working current.
Optionally, determining a ratio between the cold stop time of the vehicle and the parking period; and determining the minimum value between the ratio between the low-temperature stop time and the parking period and the target value as the vehicle parking coefficient.
Optionally, determining a temperature compensation coefficient corresponding to the target temperature includes: the minimum value between the target temperature and the target value is determined as the temperature compensation coefficient.
According to another aspect of the embodiments of the present disclosure, there is also provided a determination apparatus of a damper current in a vehicle. The apparatus may include: a first determining unit for determining a present operating current of a shock absorber in the vehicle when the vehicle is in a low temperature state; the second determining unit is used for determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber; a third determining unit, configured to determine a temperature compensation coefficient corresponding to the target temperature, where the temperature compensation coefficient is used to modify the current working current; and the processing unit is used for adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber.
According to another aspect of the disclosed embodiments, there is also provided a computer-readable storage medium. The computer readable storage medium includes a stored program, wherein the device in which the computer readable storage medium is controlled to execute the method of determining the damper current in the vehicle of the embodiment of the present disclosure when the program is run.
According to another aspect of the disclosed embodiments, there is also provided a processor. The processor is configured to run a program, wherein the program when run performs a method of determining a damper current in a vehicle according to an embodiment of the present disclosure.
According to another aspect of the disclosed embodiments, a vehicle is also provided. The vehicle is used to perform the method of determining the damper current in the vehicle of the embodiments of the present disclosure.
In an embodiment of the present disclosure, determining a present operating current of a shock absorber in a vehicle when the vehicle is in a low temperature state; determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber; determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used for modifying the current working current; and adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber. That is, the present disclosure determines a target temperature that the shock absorber actually reaches under the influence of a current working current, determines a temperature compensation coefficient of the shock absorber based on the target temperature, adjusts the current working current through the temperature compensation coefficient to obtain an actually controlled target working current, and controls a damping force of the shock absorber within a relatively reasonable interval by changing the target working current, thereby realizing the technical effect of avoiding abnormal increase of the damping force in the shock absorber in a low temperature state, and solving the technical problem of abnormal increase of the damping force in the shock absorber in a low temperature state.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure, illustrate and explain the present disclosure, and together with the description serve to explain the present disclosure. In the drawings:
FIG. 1 is a flow chart of a method of determining a damper current in a vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic illustration of a viscosity versus temperature curve according to an embodiment of the present disclosure;
FIG. 3 is a flow chart of determining a target operating current according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram of a device for determining a damper current in a vehicle according to an embodiment of the present disclosure.
Detailed Description
In order that those skilled in the art will better understand the present disclosure, a technical solution in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present disclosure, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without inventive effort, based on the embodiments in this disclosure, shall fall within the scope of the present disclosure.
It should be noted that the terms "first," "second," and the like in the description and claims of the present disclosure and in the foregoing figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the disclosure described herein may be capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
In accordance with the disclosed embodiments, there is provided an embodiment of a method of determining damper current in a vehicle, it being noted that the steps illustrated in the flow chart of the drawings may be performed in a computer system, such as a set of computer executable instructions, and, although a logical sequence is illustrated in the flow chart, in some cases, the steps illustrated or described may be performed in a different order than that illustrated herein.
FIG. 1 is a flowchart of a method of determining a damper current in a vehicle, according to an embodiment of the present disclosure, as shown in FIG. 1, comprising the steps of:
step S102, determining a present operating current of a shock absorber in the vehicle when the vehicle is in a low temperature state.
In the technical solution provided in the above step S102 of the present disclosure, when the vehicle is in a low temperature state, the present operating current of the shock absorber in the vehicle is determined. Wherein the current working current can be the current shock absorber current, I can be used requirement The current at the last operating time of the damper can be represented. The shock absorber may be a magnetorheological shock absorber.
Alternatively, the current vehicle driving state may be monitored to determine the current operating current of the shock absorber in the vehicle.
Step S104, determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber.
In the technical solution provided in the above step S104 of the present disclosure, a target temperature actually reached by the shock absorber under the current working current is determined, where the target temperature includes a temperature generated by the shock absorber doing work under the current working current and an environmental temperature where the shock absorber is currently located, and T may be used damper And (3) representing. The ambient temperature can be r environment And (3) representing.
Alternatively, since the amount of heat generated by the shock absorber during movement is closely related to the magnitude of the present operating current and the magnitude of the damping of the shock absorber, it is possible to determine the target temperature that the shock absorber will actually reach at the present operating current.
Step S106, determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used for modifying the current working current.
In the technical solution of step S106 of the present disclosure, a corresponding temperature compensation coefficient may be determined based on the target temperature, and the current working current may be modified by the temperature compensation coefficient. Wherein the temperature compensation coefficient can be a temperature compensation coefficient in the running process of the vehicle, and K can be used temp1 And (3) representing.
Alternatively, in consideration of the rising of the basic damping force of the magnetorheological damper in the low-temperature state, the output of the target working current can be reduced during the control process, so that the damping force of the damper is reduced. The performance of the magnetorheological damper in a low-temperature state can be improved by increasing the temperature compensation coefficient, so that the output damping force is reduced by reducing the final output current, wherein the temperature compensation coefficient is related to the current environment temperature, the temperature characteristic of the magnetorheological fluid in the magnetorheological damper and other factors.
Step S108, the current working current is adjusted through the temperature compensation coefficient, and the target working current is obtained, wherein the target working current is used for controlling the damping force of the shock absorber.
In the technical scheme of step S108 in the present disclosure, the current working current is adjusted by the temperature compensation coefficient to obtain the target working current. Wherein the target working current can be used for controlling the damping force of the shock absorber, I can be used final The representation may also be referred to as the output current.
Optionally, the magnetorheological damper is used as an emerging damper structure type, has a series of advantages of high response speed, low-speed large damping force, good symmetry of stretching and compression damping force, simple structure and the like, and can effectively improve the comfort and the operability of the whole vehicle. However, the magnetorheological damper generates larger rise along with the temperature reduction due to the fact that the viscosity of the magnetorheological fluid is lowered, therefore, if the magnetorheological damper is in a low-temperature environment, the damping force of the magnetorheological damper is abnormally increased, and the comfort of the whole vehicle is further affected.
According to the method, the target temperature actually reached by the shock absorber under the influence of the current working current is determined, the temperature compensation coefficient of the shock absorber is determined based on the target temperature, the current working current is adjusted through the temperature compensation coefficient to obtain the actually controlled target working current, and the damping force of the shock absorber is controlled in a reasonable interval by changing the target working current, so that the technical effect of avoiding abnormal rising of the damping force in the shock absorber in a low-temperature state is realized, and the technical problem of abnormal rising of the damping force in the shock absorber in the low-temperature state is solved.
The above-described method of this embodiment is further described below.
As an alternative embodiment, determining the target temperature of the shock absorber at the present operating current includes: acquiring the current damping force coefficient of the shock absorber, the resistance of the shock absorber, the moving speed of the shock absorber and the mass of the shock absorber; the target temperature of the shock absorber at the current operating current is determined based on the current damping force coefficient, resistance, moving speed and mass.
In this embodiment, the current damping force coefficient of the shock absorber, the resistance of the shock absorber, the moving speed of the shock absorber, and the mass of the shock absorber can be obtained, and the current operating current can be determined based on the current damping force coefficient, the resistance, the moving speed, and the mass Under the influence of the shock absorber target temperature. Wherein the current damping force coefficient can be simply called damping force coefficient, K can be used damper And (3) representing. The resistance of the damper can be R damper And (3) representing. The speed of movement of the shock absorber may also be referred to as the speed of movement of the shock absorber, and may be defined as V damper And (3) representing. The mass of the damper, which may also be referred to as damper mass, may be denoted by m.
Optionally, due to the heat of the shock absorber (W damper ) Is heated by electric current (P damper ) And the shock absorber doing work up and down (P) current ) The common components are as follows:
W damper ＝∑(P damper +P current )
wherein, the heat generated by the shock absorber doing work is related to the damping force of the shock absorber:
P damper ＝F damper ×V damper ＝K damper ×I requirement ×V 2 damper
wherein F is damper May be the damping force of a shock absorber; v (V) damper The movement speed of the shock absorber can be; k (K) damper The damping force coefficient of the shock absorber can be obtained;
and the heat (P) generated by the present operating current current ) In relation to the present operating current magnitude and damper resistance, namely:
P current ＝I 2 requirement ×H damper
at the same time, the shock absorber always dissipates heat to the outside, and dissipates work (W waste ) The method comprises the following steps:
W wastr ＝KAΔT
the temperature change (DeltaT) of the damper is the difference (W) between the generated heat and the dissipated heat damper -W waste ) The induced damper temperature rise (which may be a temperature change), namely:
wherein m is the mass of the damper, and c is the specific heat capacity of the damper.
By the above formula, the target temperature (T damper ) The method comprises the following steps:
wherein K is the heat conduction coefficient of the shock absorber, A is the heat dissipation surface area of the shock absorber, T environnent May be ambient temperature.
The target temperature of the shock absorber under the influence of the current operating current can be determined based on the current damping force coefficient, resistance, moving speed and mass by the target temperature of the final shock absorber.
As an alternative embodiment, determining the target temperature of the shock absorber under the influence of the current operating current based on the current damping force coefficient, resistance, moving speed and mass, comprises: determining the product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determining the product of the current working current and the square of the resistor to obtain a second product; determining the product between the mass and the specific heat capacity of the shock absorber to obtain a third product, and determining the product between the heat conduction coefficient of the shock absorber and the heat dissipation surface area of the shock absorber to obtain a fourth product; determining the sum of the first product and the second product to obtain a first sum, and determining the sum of the third product and the fourth product to obtain a second sum; a quotient between the first sum and the second sum is determined, and the sum between the quotient and the current ambient temperature is determined as the target temperature.
In this embodiment, the target temperature may be calculated by a calculation formula of the derived target temperature, and thus, determining the target temperature of the shock absorber under the influence of the current operating current based on the current damping force coefficient, resistance, moving speed, and mass may include: determining the product of the damping force coefficient, the current operating current and the square of the speed of movement to obtain a first product (K damper ×I requirement ×V 2 damper ) And determining the product between the square of the present operating current and the resistance to obtain a second product (I 2 requirenent ×R damper ) The method comprises the steps of carrying out a first treatment on the surface of the The product between the mass and the specific heat capacity of the shock absorber is determined to obtain a third product (mc), and the product between the thermal conductivity of the shock absorber and the heat dissipation surface area of the shock absorber is determined to obtain a fourth product (KA). A sum between the first product and the second product can be determined to obtain a first sum (K damper ×I requirement ×V 2 damper +I 2 requirenent ×R damper ) And determining a sum between the third product and the fourth product, resulting in a second sum (mc+KA). A quotient between the first sum and the second sum is determined, and the sum between the quotient and the current ambient temperature is determined as the target temperature.
Alternatively, the target temperature may be determined by the following formula:
as an alternative embodiment, the adjusting the current working current by the temperature compensation coefficient to obtain the target working current includes: determining a product between the temperature compensation coefficient and the vehicle parking coefficient as a target compensation coefficient, wherein the vehicle parking coefficient is used for representing the influence degree of the vehicle parking time on the temperature of the shock absorber; the present operating current is adjusted to a target operating current based on the target compensation coefficient.
In this embodiment, the product between the temperature compensation coefficient and the vehicle parking coefficient is determined, resulting in the target replenishment coefficient. And adjusting the target compensation coefficient to the current working current. Wherein the parking coefficient can be K temp2 The representation may be used to characterize the effect of vehicle parking time on shock absorber temperature. The target compensation coefficient can be K temp And (3) representing.
Optionally, the final target compensation coefficient is a product of a temperature compensation coefficient and a vehicle parking coefficient during driving of the vehicle, and the target compensation coefficient may be determined by the following formula:
K trmp ＝K temp1 ×K trmp2
as an alternative embodiment, adjusting the present operating current to the target operating current based on the target compensation coefficient includes: and determining the product between the target compensation coefficient and the current working current as the target working current.
In this embodiment, the product between the target compensation coefficient and the present operating current may be determined as the target operating current.
Alternatively, the target operating current (I may be determined by the following formula final )：
I final ＝I requirement ×K temp
Wherein I is requirement Can be the current of the current shock absorber (the current working current)
As an alternative embodiment, the ratio between the cold stop time and the parking period of the vehicle is determined; and determining the minimum value between the ratio between the low-temperature stop time and the parking period and the target value as the vehicle parking coefficient.
In this embodiment, the ratio between the low-temperature stop time and the parking period of the vehicle may be determined, and the minimum value between the ratio between the low-temperature stop time and the parking period and the target value may be determined as the vehicle parking coefficient. Wherein the low temperature stop time can be T stop The representation may be simply referred to as a parking time, and may be referred to as a time when the vehicle is parked in a low-temperature environment. The parking period may be a predefined value, T may be used temp And (3) representing. The target value may be 1, may be a preset value, and is merely an example, and the size of the target value is not particularly limited.
Alternatively, the temperature compensation coefficient is only active when the vehicle is parked for a long period of time, and a wheel parking period T is defined because the damper temperature is reduced to coincide with the ambient temperature only when the vehicle is parked for a long period of time temp Parking time T stop After the dwell period is reached, the damper temperature is considered low enough and if there is not enough dwell time, the temperature is considered not ambient. Therefore, a vehicle parking coefficient (K temp2 ) In relation to the parking time, the vehicle parking coefficient may be determined by the following formula:
Wherein, the liquid crystal display device comprises a liquid crystal display device,can mean will->And 1 is determined as the vehicle parking coefficient.
As an alternative embodiment, determining the temperature compensation coefficient corresponding to the target temperature includes: the minimum value between the target temperature and the target value is determined as the temperature compensation coefficient.
In this embodiment, the minimum value between the target temperature and the target value may be determined as the temperature compensation coefficient.
Alternatively, K temp1 Should be correlated with the current damper temperature, gradually toward 1, until 1 is reached, and no further increase occurs. The temperature compensation coefficient can be determined by the following formula:
K temp1 ＝min(K T ·T damper ，1)
wherein rmin (K) T ·T damper 1) refers to selecting K T .T damper And a minimum value between 1 as K temp1 。
Optionally, the calculation formula of the final target operating current is as follows:
for example, the time of acquisitionAmbient temperature before (T environment ) Parking time T of vehicle stop Damping force coefficient (K) of shock absorber damper ) And a damper resistor (R rramper ) And the like. Determining a vehicle parking coefficient (K) for a parking cycle and a parking time temp2 ) And according to the current ambient temperature (T envrironment ) Parking time T of vehicle stop Damping force coefficient (K) of shock absorber damper ) And a damper resistor (R damper ) According to formula K temp1 ＝min(K T ·T damper′ 1) Determining a temperature compensation coefficient during driving of the vehicle, wherein K T The temperature correction coefficient of the initial shock absorber can be a preset value; t (T) damper The final target temperature, which may be the damper, may be calculated by the following formula:
the present working current I of the shock absorber can be determined based on the mapping relation between the damping force required by the shock absorber and the working current requirement . The vehicle parking coefficient may be determined, the final target compensation coefficient is a product of the temperature compensation coefficient and the vehicle parking coefficient during the running of the vehicle, and the target operating current may be determined based on the target compensation coefficient.
According to the embodiment, the target temperature which can be actually reached by the shock absorber under the influence of the current working current is determined, the temperature compensation coefficient of the shock absorber is determined based on the target temperature, the current working current is adjusted through the temperature compensation coefficient, the actually controlled target working current is obtained, and the damping force of the shock absorber is controlled in a reasonable interval by changing the target working current, so that the technical effect of avoiding abnormal rising of the damping force in the shock absorber in a low-temperature state is achieved, and the technical problem of abnormal rising of the damping force in the shock absorber in the low-temperature state is solved.
Example 2
The technical solutions of the embodiments of the present disclosure are illustrated below in conjunction with preferred embodiments.
At present, the magnetorheological damper is used as an emerging damper structure type, has a series of advantages of high response speed, low-speed large damping force, good symmetry of stretching and compression damping force, simple structure and the like, and can effectively improve the comfort and the operability of the whole vehicle. However, the viscosity of the magnetorheological fluid of the magnetorheological damper is greatly increased along with the temperature reduction, so that if the magnetorheological damper is in a low-temperature environment, the damping force of the magnetorheological damper is abnormally increased, and the comfort of the whole vehicle is further affected. FIG. 2 is a schematic diagram of a viscosity versus temperature curve according to an embodiment of the disclosure, as shown in FIG. 2, with a damping force of 20 ℃ as a reference, when an ambient temperature is at-35 ℃, the zero-field viscosity of the magnetorheological fluid is increased by 20-50 times, and at this time, the damping force of the shock absorber is also increased in response, so that the comfort of the whole vehicle is also affected.
In one embodiment, a low-temperature compensation method of the magnetorheological damper is provided, but the method is to heat the magnetorheological damper through a heater, and the technical problem that the damping force of the magnetorheological damper is abnormally increased is still unavoidable.
In another embodiment, a magnetorheological damper control method based on temperature compensation is also provided, the method introduces external environment temperature as an independent variable, and uses target control current as an independent variable to construct and obtain a magnetorheological damper inverse model, but the constructed magnetorheological damper inverse model cannot consider the influence of temperature on the damping force of the damper, and still has the technical problem that the abnormal rise of the damping force of the magnetorheological damper cannot be avoided.
In another embodiment, a method for detecting the failure and the failure of the magnetorheological damper is also provided, and the method detects whether the damper fails by using current extraction, but the method ignores the influence of the ambient temperature on the damping force of the damper, so that the technical problem that the abnormal rise of the damping force of the magnetorheological damper cannot be avoided still exists.
Aiming at the situation, in order to solve the technical problem that abnormal rising of the damping force of the magnetorheological damper cannot be avoided, the embodiment of the disclosure provides a low-temperature compensation algorithm of the magnetorheological damper in a low-temperature state.
Embodiments of the present disclosure are further described below.
In this embodiment, when the base damping force of the magnetorheological damper is increased in consideration of the low temperature state, the system should consciously reduce the output of current during the control process, thereby reducing the damping force of the damper. I.e. adding a temperature compensation coefficient (K) lower than 1 to the control system of the magneto-rheological damper temp ) The temperature compensation coefficient can be multiplied by the current working current, so that the performance of the magnetorheological damper in a low-temperature state is improved by reducing the final output current to reduce the output damping force, wherein the temperature compensation coefficient is related to the current environment temperature, the temperature characteristics of the magnetorheological fluid in the magnetorheological damper and other factors.
Alternatively, the target operating current (I may be determined by the following formula final )：
I final ＝I requirement ×K temp
Wherein I is requirement The present damper current (present operating current) may be present.
Alternatively, the temperature compensation coefficient should only be active when the vehicle has just started. Because once the vehicle ignites, the shock absorber moves up and down along with the running of the vehicle, the shock absorber can consume heat, and then the shock absorber and the magnetorheological fluid are heated, so that the performance of the shock absorber gradually returns to the room temperature level, and the normal state is achieved. Wherein the heat of the damper (W damper ) Is heated by electric current (P damper ) And the shock absorber doing work up and down (P) current ) The common components are as follows:
W damper ＝∑(P damper +P current )
wherein, the heat generated by the shock absorber doing work is related to the damping force of the shock absorber:
P damper ＝F damper ×V damper ＝K damper ×I requirement ×V 2 damper
wherein F is damper May be the damping force of a shock absorber; v (V) damper The movement speed of the shock absorber can be; k (K) damper May be a damping force coefficient of the shock absorber.
Heat generated by the present operating current (P current ) In relation to the current magnitude and the damper resistance, namely:
P current ＝I 2 requirement ×R damper
R damper is the damper resistance.
At the same time, the shock absorber always dissipates heat to the outside, and dissipates work (W waste ) The method comprises the following steps:
W wase ＝KAΔT
the temperature change (DeltaT) of the damper is the difference (W) between the generated heat and the dissipated heat damper -W waste ) The induced shock absorber temperature rise, namely:
wherein m is the mass of the damper, and c is the specific heat capacity of the damper.
By the above formula, the target temperature (T damper ) The method comprises the following steps:
wherein K is the heat conduction coefficient of the shock absorber, A is the heat dissipation surface area of the shock absorber, T environment May be ambient temperature.
So K is temp1 Should be correlated with the current damper temperature, gradually toward 1 until1, no longer increases. So that:
K temp1 ＝min(K T ·T damper ，1)
wherein min (K) T ·T damper 1) refers to selecting K T ·T damper And a minimum value between 1 as K temp1 。
Further, the temperature compensation coefficient is only active when the vehicle is parked for a long time at a low temperature, and since the temperature of the damper is reduced to be in accordance with the ambient temperature only when the vehicle is parked for a long time, a wheel parking period T is defined temp Parking time T stop After the dwell period is reached, the damper temperature is considered low enough and if there is not enough dwell time, the temperature is considered not ambient. Therefore, a vehicle parking coefficient (K temp2 ) In relation to the parking time:
wherein, the liquid crystal display device comprises a liquid crystal display device,can mean will->And 1 is determined as the vehicle parking coefficient.
Therefore, the final target compensation coefficient is the product of the temperature compensation coefficient and the vehicle parking coefficient during the running of the vehicle, and the target compensation coefficient can be determined by the following formula:
K temp ＝K temp1 ×K temp2
in summary, the calculation formula of the final target operating current is as follows:
FIG. 3 is a flow chart of determining a target operating current, as shown in FIG. 3, according to an embodiment of the present disclosure, the method may include the following steps.
In step S301, vehicle parameters are acquired.
In this embodiment, the current ambient temperature (r environmenr ) Parking time T of vehicle stop Damping force coefficient (K) of shock absorber damper ) And a damper resistor (R damprt ) And the like.
Step S302, determining a temperature compensation coefficient during the running of the vehicle based on the vehicle parameters.
In this embodiment, the vehicle parking coefficient (K) is determined from the parking period and the parking time temp2 ) And according to the current ambient temperature (T environment ) Parking time T of vehicle stop Damping force coefficient (K) of shock absorber damper ) And a damper resistor (R damper ) A temperature compensation coefficient during the travel of the vehicle is determined.
Alternatively, the temperature compensation coefficient during the running of the vehicle may be determined by the following formula:
K temp1 ＝min(K T ·T damper ，1)
wherein K is T The temperature correction coefficient of the initial shock absorber can be a preset value; t (T) damper The final target temperature, which may be the damper, may be calculated by the following formula:
alternatively, the present operating current I of the shock absorber may be determined based on a mapping between the desired damping force and the operating current of the shock absorber requirement 。
Alternatively, the vehicle parking coefficient may be determined by the following formula:
step S303, determining a target compensation coefficient based on the temperature compensation coefficient and the vehicle parking coefficient during the running of the vehicle.
In this embodiment, the final target compensation coefficient is the product of the temperature compensation coefficient and the vehicle parking coefficient during the running of the vehicle, and can be determined by the following formula
K temp ＝K temp1 ×K temp2
Step S304, determining a target working current according to the target supplement coefficient.
In this embodiment, the target operating current may be determined by the following formula:
in the embodiment of the application, a target compensation coefficient is added in a low-temperature environment through a control algorithm of the magnetorheological damper so as to reduce the output of the final target working current; the method has the advantages that the target compensation coefficient is determined by considering the current environment temperature and the temperature characteristics of the shock absorber, and is related to the parking time of the vehicle in the low-temperature environment, and can gradually change along with the running of the vehicle, and when the temperature of the shock absorber reaches a normal value, the damping force of the shock absorber is not compensated, so that the technical effect of avoiding abnormal rising of the damping force in the shock absorber in the low-temperature state is achieved, and the technical problem of abnormal rising of the damping force in the shock absorber in the low-temperature state is solved.
It should be noted that the above embodiments are merely specific embodiments of the disclosure for illustrating the technical solution of the disclosure, and not limiting the scope of the disclosure, and although the disclosure has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: any person skilled in the art, within the technical scope of the disclosure of the present disclosure, may modify or easily conceive changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features thereof; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the disclosure, and are intended to be included within the scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.
Example 3
According to an embodiment of the present disclosure, there is also provided a determination apparatus of a damper current in a vehicle. The determination device of the in-vehicle damper current may be used to perform the determination method of the in-vehicle damper current in embodiment 1.
Fig. 4 is a schematic diagram of a device for determining a damper current in a vehicle according to an embodiment of the present disclosure. As shown in fig. 4, the apparatus 400 for determining a damper current in a vehicle may include: a first determination unit 402, a second determination unit 404, a third determination unit 406, and a processing unit 408.
A first determining unit 402 for determining a present operating current of the shock absorber in the vehicle when the vehicle is in a low temperature state.
A second determining unit 404, configured to determine a target temperature that the shock absorber will actually reach at the current operating current, where the target temperature includes an ambient temperature at which the shock absorber is currently located.
A third determining unit 406, configured to determine a temperature compensation coefficient corresponding to the target temperature, where the temperature compensation coefficient is used to modify the current operating current.
The processing unit 408 is configured to adjust the current working current by a temperature compensation coefficient to obtain a target working current, where the target working current is used to control a damping force of the shock absorber.
Optionally, the second determining unit 404 further includes: the first processing module is used for acquiring the current damping force coefficient of the shock absorber, the resistance of the shock absorber, the moving speed of the shock absorber and the mass of the shock absorber; the target temperature of the shock absorber at the current operating current is determined based on the current damping force coefficient, resistance, moving speed and mass.
Optionally, the first processing module includes: the processing submodule is used for determining the product of the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determining the product of the square of the current working current and the resistance to obtain a second product; determining the product between the mass and the specific heat capacity of the shock absorber to obtain a third product, and determining the product between the heat conduction coefficient of the shock absorber and the heat dissipation surface area of the shock absorber to obtain a fourth product; determining the sum of the first product and the second product to obtain a first sum, and determining the sum of the third product and the fourth product to obtain a second sum; a quotient between the first sum and the second sum is determined, and the sum between the quotient and the current ambient temperature is determined as the target temperature.
Optionally, the processing unit 408 includes: the determining module is used for determining the product between the temperature compensation coefficient and the vehicle parking coefficient as a target compensation coefficient, wherein the vehicle parking coefficient is used for representing the influence degree of the vehicle parking time on the temperature of the shock absorber; the present operating current is adjusted to a target operating current based on the target compensation coefficient.
Optionally, the determining module includes: and the first determining submodule is used for determining the product between the target compensation coefficient and the current working current as the target working current.
Optionally, the determining module further includes: a second determining sub-module for determining a ratio between a low temperature stop time and a parking period of the vehicle; and determining the minimum value between the ratio between the low-temperature stop time and the parking period and the target value as the vehicle parking coefficient.
Optionally, the apparatus further comprises: and a fourth determining unit for determining a minimum value between the target temperature and the target value as a temperature compensation coefficient.
In an embodiment of the present disclosure, a present operating current of a shock absorber in a vehicle is determined by a first determining unit when the vehicle is in a low temperature state; determining a target temperature which the shock absorber can actually reach under the current working current through a second determining unit, wherein the target temperature comprises the current environment temperature of the shock absorber; determining a temperature compensation coefficient corresponding to the target temperature through a third determining unit, wherein the temperature compensation coefficient is used for modifying the current working current; the current working current is adjusted through the temperature compensation coefficient through the processing unit to obtain the target working current, wherein the target working current is used for controlling the damping force of the shock absorber, so that the technical effect of avoiding abnormal rising of the damping force in the shock absorber in a low-temperature state is achieved, and the technical problem of abnormal rising of the damping force in the shock absorber in the low-temperature state is solved.
Example 4
According to an embodiment of the present disclosure, there is also provided a computer-readable storage medium including a stored program, wherein the program performs the method of determining a damper current in a vehicle described in embodiment 1.
Example 5
According to an embodiment of the present disclosure, there is also provided a processor for running a program, wherein the program, when run, performs the method of determining a damper current in a vehicle described in embodiment 1.
According to an embodiment of the present application, there is also provided a vehicle for performing the method of determining a damper current in a vehicle in embodiment 1 of the present disclosure.
The foregoing embodiment numbers of the present disclosure are merely for description and do not represent advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present disclosure, the descriptions of the various embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in each embodiment of the present disclosure may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and determined to be stand-alone products for sale or use, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present disclosure may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, including several instructions to cause a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in the embodiments of the present disclosure. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present disclosure, and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present disclosure, which are intended to be comprehended within the scope of the present disclosure.
Claims (10)
1. A method of determining a damper current in a vehicle, comprising:
determining a present operating current of a shock absorber in a vehicle when the vehicle is in a low temperature state;
determining a target temperature which the shock absorber can actually reach under the current working current, wherein the target temperature comprises the current environment temperature of the shock absorber;
determining a temperature compensation coefficient corresponding to the target temperature, wherein the temperature compensation coefficient is used for modifying the current working current;
and adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber.
2. The method of claim 1, wherein determining the target temperature of the shock absorber at the present operating current comprises:
acquiring a current damping force coefficient of the shock absorber, a resistance of the shock absorber, a moving speed of the shock absorber and a mass of the shock absorber;
The target temperature of the shock absorber at the current operating current is determined based on the current damping force coefficient, the resistance, the moving speed, and the mass.
3. The method of claim 2, wherein determining the target temperature of the shock absorber under the influence of the current operating current based on the current damping force coefficient, the resistance, the movement speed, and the mass comprises:
determining the product among the damping force coefficient, the current working current and the square of the moving speed to obtain a first product, and determining the product among the square of the current working current and the resistance to obtain a second product;
determining the product between the mass and the specific heat capacity of the shock absorber to obtain a third product, and determining the product between the heat conduction coefficient of the shock absorber and the heat dissipation surface area of the shock absorber to obtain a fourth product;
determining the sum of the first product and the second product to obtain a first sum, and determining the sum of the third product and the fourth product to obtain a second sum;
a quotient between the first sum and the second sum is determined, and a sum between the quotient and the current ambient temperature is determined as the target temperature.
4. The method of claim 1, wherein adjusting the present operating current by the temperature compensation coefficient results in the target operating current, comprising:
determining a product between the temperature compensation coefficient and the vehicle parking coefficient as a target compensation coefficient, wherein the vehicle parking coefficient is used for representing the influence degree of the vehicle parking time on the temperature of the shock absorber;
and adjusting the current working current to the target working current based on the target compensation coefficient.
5. The method of claim 4, wherein adjusting the present operating current to the target operating current based on the target compensation coefficient comprises:
and determining the product between the target compensation coefficient and the current working current as the target working current.
6. The method according to claim 4, wherein the method further comprises:
determining a ratio between a cold stop time and a parking period of the vehicle;
and determining the minimum value between the ratio between the low-temperature stop time and the parking period and the target value as the vehicle parking coefficient.
7. The method of claim 1, wherein determining the temperature compensation coefficient corresponding to the target temperature comprises:
and determining the minimum value between the target temperature and the target value as the temperature compensation coefficient.
8. A device for determining a damper current in a vehicle, comprising:
a first determination unit configured to determine a present operating current of a shock absorber in a vehicle when the vehicle is in a low temperature state;
a second determining unit, configured to determine a target temperature that the shock absorber actually reaches at the current working current, where the target temperature includes an ambient temperature at which the shock absorber is currently located;
a third determining unit, configured to determine a temperature compensation coefficient corresponding to the target temperature, where the temperature compensation coefficient is used to modify the current working current;
and the processing unit is used for adjusting the current working current through the temperature compensation coefficient to obtain a target working current, wherein the target working current is used for controlling the damping force of the shock absorber.
9. A vehicle, characterized by being adapted to perform the method of any one of claims 1 to 7.
10. A computer readable storage medium, characterized in that the computer readable storage medium comprises a stored program, wherein the program, when run, controls a device in which the computer readable storage medium is located to perform the method of any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310771089.0A CN116604990A (en) | 2023-06-27 | 2023-06-27 | Method and device for determining current of shock absorber in vehicle, vehicle and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310771089.0A CN116604990A (en) | 2023-06-27 | 2023-06-27 | Method and device for determining current of shock absorber in vehicle, vehicle and storage medium |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116604990A true CN116604990A (en) | 2023-08-18 |
Family
ID=87683747
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310771089.0A Pending CN116604990A (en) | 2023-06-27 | 2023-06-27 | Method and device for determining current of shock absorber in vehicle, vehicle and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116604990A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117869503A (en) * | 2024-03-11 | 2024-04-12 | 比亚迪股份有限公司 | Temperature control method and system of electromagnetic shock absorber, controller and vehicle |
-
2023
- 2023-06-27 CN CN202310771089.0A patent/CN116604990A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117869503A (en) * | 2024-03-11 | 2024-04-12 | 比亚迪股份有限公司 | Temperature control method and system of electromagnetic shock absorber, controller and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN116604990A (en) | Method and device for determining current of shock absorber in vehicle, vehicle and storage medium | |
| US8253362B2 (en) | Overheat protection apparatus | |
| JP6351710B2 (en) | Method for managing battery temperature of an electric or hybrid vehicle | |
| KR102511812B1 (en) | suspension control | |
| CN113818981B (en) | Warming method based on temperature control module, vehicle and storage medium | |
| CN110285538A (en) | Air conditioner and its control method and computer readable storage medium | |
| CN110285539A (en) | Air conditioner and its control method and computer readable storage medium | |
| CN112060976B (en) | Heating method and device for vehicle power battery and vehicle | |
| CN114415454A (en) | Projection equipment heat dissipation control method and device, projection equipment and storage medium | |
| KR101562217B1 (en) | Motor driven power steering and driving method thereof | |
| CN110285537A (en) | Control method, air conditioner and the storage medium of air conditioner | |
| CN110945777B (en) | Instrument protection device and instrument protection method | |
| WO2016197651A1 (en) | Method for controlling heating, and terminal | |
| US10464395B2 (en) | Method for controlling air conditioner compressor | |
| US8237387B2 (en) | System and method for controlling duty cycle of CPU fan | |
| CN107153592B (en) | Electronic device and power management method thereof | |
| JP6701158B2 (en) | Vehicle control device and vehicle control method | |
| CN115492674A (en) | Control method and device for electric water pump and cooling fan | |
| CN111831510B (en) | Function regulation and control method and device and computer readable storage medium | |
| CN112443949B (en) | Control method and control device of air conditioner and readable storage medium | |
| CN114110998B (en) | Air conditioner operation frequency control method, air conditioner and storage medium | |
| US11716788B2 (en) | Heater control system based on slope of supply current | |
| KR101558803B1 (en) | Apparatus and method for controlling cooling system of vehicle | |
| CN112448628B (en) | Generator control method and system | |
| CN113236702A (en) | Low-temperature compensation method and assembly of magnetorheological damper, vehicle and storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |