CN203305802U - Control system for semi-active suspension of magneto-rheological shock absorber - Google Patents
Control system for semi-active suspension of magneto-rheological shock absorber Download PDFInfo
- Publication number
- CN203305802U CN203305802U CN2013203681829U CN201320368182U CN203305802U CN 203305802 U CN203305802 U CN 203305802U CN 2013203681829 U CN2013203681829 U CN 2013203681829U CN 201320368182 U CN201320368182 U CN 201320368182U CN 203305802 U CN203305802 U CN 203305802U
- Authority
- CN
- China
- Prior art keywords
- signal
- current
- signals
- magneto
- circuit
- 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.)
- Expired - Fee Related
Links
Images
Abstract
The utility model discloses a control system for a semi-active suspension of a magneto-rheological shock absorber. The control system comprises an acceleration sensor, an integration filter circuit, an ECU (Electronic Control Unit) controller and a current driver, wherein the acceleration sensor collects acceleration signals; the acceleration signals are input to the ECU controller after being subjected to integration filtering by the integration filter circuit; the ECU controller is used for receiving speed signals processed by the integration filter circuit to carry out control algorithm calculation and simultaneously sending voltage control signals to the current driver to generate current control signals for controlling the magneto-rheological shock absorber; the current driver changes the duty ratio of a PWM (Pulse Width Modulation) signal to regulate the magnitude of an input current of the magneto-rheological shock absorber and regulates the current in real time by utilizing a feedback circuit to enable to the current to be approximate to a target value sent by the controller. According to the control system, due to the adoption of the combination of a noise-filtering low pass filter, an integration low pass filter and a high pass filter, the acceleration signals are subjected to integration to obtain the speed signals, and meanwhile, the noise, null shift and low-frequency low-amplitude interference signals in the signals are eliminated, so that the signals are real and accurate.
Description
Technical field
The utility model relates to a kind of semi-active suspension control system, particularly a kind of control system for the magneto-rheological vibration damper semi-active suspension.
Background technology
Suspension is the general name of all the power transmission connecting devices between vehicle frame (or vehicle body) and vehicle bridge (or wheel), and its effect is the power of transfer function between wheel and vehicle frame, the impact that the buffering uneven road surface produces, and damped vibration is travelled to guarantee that automobile is smooth-going.Progress along with AE, the automotive suspension technology that determines travelling comfort and driving safety has obtained paying attention to widely and in-depth study, especially with fastest developing speed with the semi-active suspension that changes resistance of shock absorber or suspension rate, and the magneto-rheological vibration damper variable range is wide, compact conformation, fast response time, low in energy consumptionly on semi-active suspension, be used widely.Due to the signal drift of sensor collection and the existence of noise, simultaneously dynamic response time is an important indicator of magneto-rheological vibration damper, so signal is processed and the magneto-rheological vibration damper current driver is based on the difficult point of magneto-rheological vibration damper semi-active suspension control system.
The utility model content
The utility model is by acceleration pick-up, filter circuit, ECU controller and current driver form, by acceleration pick-up, gather acceleration signal, acceleration signal inputs to the ECU controller after integrating circuit filtering integration after filtering, the ECU controller is processed and next speed signal for receiving by filter integral circuit, send simultaneously voltage control signal to current driver, for generation of the current controling signal of controlling magneto-rheological vibration damper, current driver changes the pwm signal dutycycle to regulate the size of magneto-rheological vibration damper received current, and use reactive circuit to regulate in real time electric current, the expected value that it is sent near controller.
The beneficial effects of the utility model:
The utility model adopts the combination of filtering make an uproar low-pass filter, integration low-pass filter and high-pass filter, acceleration signal is carried out to integration and obtain speed signal, has removed simultaneously the noise in the signal, drift and low frequency and amplitude interfering signal, makes the signal true and accurate.
The utility model adopts the current driver be comprised of BUCK circuit, amplifier circuit, current foldback circuit, PWM generator; by control signal and feedback signal, relatively produce the switching time of pwm pulse signal master cock pipe to control the size of drive current; relatively the making in real time of feedback signal and control signal drive signal and control signal approaching as far as possible; so that signal promptly and accurately, current foldback circuit provides safe guarantee for current driver simultaneously.
The accompanying drawing explanation
Fig. 1 is principle of work block diagram of the present utility model.
Fig. 2 is filter integral circuit principle of work block diagram of the present utility model.
Fig. 3 is filter integral circuit figure of the present utility model.
Fig. 4 is software flow pattern of the present utility model.
Fig. 5 is controller circuitry figure of the present utility model.
Fig. 6 is current driver principle of work block diagram of the present utility model.
Fig. 7 is current driver circuits figure of the present utility model.
Embodiment
Refer to shown in Figure 1, the utility model is to gather acceleration signal 2 by acceleration pick-up 1, acceleration signal 2 inputs to ECU controller 4 after integrating circuit 3 filtering integrations after filtering, ECU controller 4 is processed and next speed signal for receiving by filter integral circuit 3, send simultaneously voltage control signal 5 to current driver 6, for generation of the current controling signal 7 of controlling magneto-rheological vibration damper 8, current driver 6 changes the pwm signal dutycycle to regulate the size of magneto-rheological vibration damper 8 received currents, and use reactive circuit to regulate in real time electric current, the expected value that it is sent near controller.
The utility model comprises hardware components and software algorithm, and hardware components mainly comprises: acceleration pick-up 1, filter circuit 3, ECU controller 4 and current driver 6; Software algorithm adopts semi-active suspension ECU control algorithm.
As shown in Figure 2, be filter integral circuit principle of work block diagram in the utility model.Filter integral circuit 3 mainly is comprised of make an uproar low-pass filter, integration low-pass filter and high-pass filter of filter, because the utility model namely needs the relative velocity between spring carried mass and nonspring carried mass based on the control algorithm of the semi-active suspension control system of magneto-rheological vibration damper, therefore by being arranged on wheel acceleration sensor 1 on wheel and the body-acceleration sensor 1 on vehicle body, collect acceleration signal, by after filter integral circuit 3, obtaining the required relative vertical velocity signal of ECU controller 4.Usually, our interested vertical velocity signal frequency limit is 0.5～10Hz, but sensor signal is comprised of multi-signal, comprises the signal of different frequency scope and different amplitudes.The signal obtained by the acceleration signal integration roughly comprises following four parts: noise signal, low-frequency high-amplitude signal, low frequency and amplitude signal and high frequency be signal by a narrow margin, and wherein first three class signal is for needing the interfering signal of getting rid of, and the 4th class is the target vertical velocity signal.
Working process: acceleration pick-up 1 collection signal, through signal receiver, obtain, by low-pass filter H, carry out preliminary filtering, this part is for removing noise signal, thinks the similar white noise signal of noise signal at this, and its power spectrum is approximately 0.Through signal, in earlier stage process, carry out LPF for the second time, as G(s in Fig. 2), as can be known by low-pass filter character, for the inflexible mistake of the following signal of cutoff frequency, for the signal of frequency higher than cutoff frequency, carry out integration, and then realize the integration of frequency-of-interest signal, by acceleration signal, obtain speed signal, and low-frequency interference signal remains unchanged, by high pass, go to carry out filtering, finally obtain speed signal.
As shown in Figure 3, be filter integral circuit figure in the utility model.According to the wheel number, it is input end ax1_In, ax2_In, ax3_In and ax4_In that filter integral circuit 3 of the present utility model has four road ，Gai tetra-road filter integral circuit 3 left sides, and acceleration pick-up 1 output signal inputs to filter integral circuit 3 by this end; The right is mouth ax1_out, ax2_out, ax3_out and ax4_out, and the signal of processing exports controller ECU4 to by this end.Upper 3,4,5,6 pin of plug P1 meet respectively input end ax1_In, ax2_In, ax3_In, ax4_In, and 1,2 pin connect respectively as op amp provides the 5V end of power supply and the GND of ground connection and hold; Upper 1,2,3,4 pin of plug P2 meet respectively mouth ax1_out, ax2_out, ax3_out, ax4_out.
Every road filter integral circuit 3 comprises respectively filters make an uproar low-pass filter, integration low-pass filter and high-pass filter, and filtering the low-pass filter of making an uproar is by op amp, resistance R H, R1H, R2H, and capacitor C H forms; The integration low-pass filter is by op amp, resistance R G, R1G, R2G, and capacitor C G forms; High-pass filter is by op amp, resistance R Z, R1Z, R2Z, and capacitor C Z forms.Wherein, op amp is selected the LM358 chip; Resistance R H gets 180K, and RG gets 1M, and RZ gets 330K, and R1H, R2H, R1G, R2G, R1Z, R2Z get 10K, and encapsulation is 0805; Capacitor C H gets 100nF, and CG, CZ get 1uF, and encapsulation is 0805.
The transfer function H of low-pass filter is:
Wherein gain is
Cutoff frequency is
RH, R1H, R2H, CH are respectively low-pass filter resistance capacitance value.
The transfer function Z of high-pass filter is:
Wherein gain is
Cutoff frequency is
RZ, R1Z, R2Z, CZ are respectively high-pass filter resistance capacitance value.
As shown in Figure 4, be the utility model middle controller software flow pattern.Workflow is: acceleration pick-up 1 gathers spring carried mass and nonspring carried mass vertical acceleration signal 2, and acceleration signal obtains spring carried mass vertical velocity signal v after integrating circuit 3 after filtering
sWith nonspring carried mass vertical velocity signal v
uAnd input to ECU controller 4.The utility model adopts the ceiling control algorithm: if
According to formula F
d=C
min* (v
s-v
u) calculate minimum damping force F
dIf
According to formula F
d=C
sky* (v
s) calculate skyhook damping power F
d.According to the damping force F calculated
dWith
Table look-up and obtain the required electric current I of magneto-rheological vibration damper, because ECU controller 4 can only output voltage signal, therefore first according to current driver 6 electric currents and the relation of controlling voltage, check in control voltage.Then 4 outputs of ECU controller are controlled voltage to current driver 6, and last current driver 6 outputs are controlled electric current to magneto-rheological vibration damper 8.
As shown in Figure 5, be the utility model middle controller circuit diagram.Wherein control chip adopts Freescale MC9S12D series monolithic MC9S12DP512.This series adopts the 5V power supply, and bus speed is 25MHz, has abundant I/O module, is mainly used in Industry Control, is particularly suitable for being used on automobile.Circuit is divided into following several part:
The AD module, adopt the pin 67(PAD0/AN0 of micro controller system MC9S12DP512), pin 69(PAD1AN1), pin 71(PAD2/AN2), pin 73(PAD3/AN3), pin 75(PAD4/AN4), pin 77(PAD5/AN5), pin 79(PAD6/AN6), pin 81(PAD7/AN7) as 8 analog signal inputs, gather respectively four nonspring carried mass vertical velocity signals and four spring carried mass vertical velocity signals after the signal filtering integrating circuit is processed, calculating for algorithm in controller, in addition, resistance R 4 is to R24, capacitor C 24 to C30 is the analog signal filter circuit, for the analog signal that enters chip, again process, the velocity voltage signal is by 1 pin to the 8 pin input of connector P1,
PWM sends and the aanalogvoltage generation module, because current driver is received as analog voltage signal, thereby pass through the LC module at this, by pwm signal, generate analog voltage signal, send to current driver, as shown in the circuit diagram upper right corner, at this, by micro controller system MC9S12DP512 pin 4(PWM0), pin 3(PWM1), pin 2(PWM2), pin 1(PWM4) as PWM generator, by lc circuit, process, can obtain sending to the analog voltage signal Vout_FL of actuator, Vout_FR, Vout_RL, Vout_RR, and by 7 pin of connector P2, 8 pin, 9 pin, 10 human hair combing wastes go out,
CAN reserves module, in view of current automobile information is most of, pass through bus mutual, and CAN is most widely used, therefore based on 82C250, by micro controller system MC9S12DP512 pin 102, pin 103, pin 104, pin 105 for other module communication, as expansion.
As shown in Figure 6, be current driver principle of work block diagram in the utility model.Current driver 6 is mainly by PWM generator, BUCK circuit, current foldback circuit and amplifier the electric circuit constitute.ECU controller 4 outputs voltage signal to PWM generator, and PWM generator is sent pwm signal and controlled the switching time of on-off element in the BUCK circuit to control the size of outgoing current.Simultaneously, the collection of amplifier circuit is by the electric current of magneto-rheological vibration damper 8, and feeds back to PWM generator with control signal compares to change the pwm signal dutycycle, and final regulation output electric current and target control signal are approaching.
As shown in Figure 7, be current driver circuits figure in the utility model.Wherein, PWM generator is comprised of control circuit for pulse-width modulation and external circuits thereof.In the utility model, control circuit for pulse-width modulation is selected the TL494CN of Texas Instrument chip, and this chip 1 pin connects the mouth of amplifier circuit, and the sample rate current signal received after amplifying after filtering is feedback signal; 2 pin connect controller ECU by plug P1, receive the control signal that ECU sends; The external phase-correcting circuit of 3 pin, the electric current caused because of a large amount of inductive loads for Circuit tuning and the difference of voltage-phase; 4 pin ground connection; 5 pin, the external oscillating capacitance of 6 pin and oscillation resistance, for generation of sawtooth voltage, the difference of this voltage and 1 pin feedback signal and 2 foot control signal processed compares, and generates pwm signal; 7 pin ground connection; 8 pin, 11 pin connecting valves drive 2 pin, 3 pin of chip I R2103, for output pwm signal; 9 pin, 10 pin ground connection; 12 pin connect vehicle-mounted 12V power supply, for the TL494 chip power supply; 13 pin ground connection, adopt output in parallel for the TL494 chip; 14 pin are inner 5V reference voltage output, be used to reference voltage is set; 15 pin connect 14 pin through adjusting resistance; 16 pin connect sampling resistor mouth in the BUCK circuit.
The external phase-correcting circuit of PWM generator is comprised of resistance R 3, R5, capacitor C 3, and two ends connect respectively 2 pin and 3 pin of TL494 chip, the electric current caused because of a large amount of inductive loads for Circuit tuning and the difference of voltage-phase.
Current foldback circuit is by TL494 chip 15 pin, 16 pin, and resistance R 8, adjusting resistance R13 form.The VREF (Voltage Reference) that obtains through the adjustment of adjusting resistance R13 of the TL494 chip 15 pin reference voltage that receives 14 pin outputs wherein, be used to setting lowest high-current value; 16 pin receive sample rate current, compare with the maximum current of 15 pin inputs, if sample rate current is greater than maximum current, close pulse, protective circuit, on the contrary continue the output pulse.
The BUCK circuit is comprised of MOS field effect transistor switch pipe Q and driving circuit thereof, inductance L 1, capacitor C 5, sampling resistor R12, diode D1.Wherein, MOS field effect transistor switch pipe Q selects N raceway groove PSMN005-55P, and driving circuit selects IR2103 as driving chip.1 pin, 4 pin, 6 pin, 8 pin that drive chip I R2103 adopt the typical external circuits of IR2103; 2 pin, 3 pin connect current driver, be used to receiving the PMW signal; 7 pin connect the switching valve Q in the BUCK circuit, be used to using the switching time of pwm signal master cock pipe Q, to regulate the voltage at magneto-rheological vibration damper two ends, thereby regulate the control electric current of magneto-rheological vibration damper.In the BUCK circuit, Iout+, Iout-end connects magneto-rheological vibration damper by plug P1, and the Vck end connects the amplifier circuit, for sample rate current being inputed to the amplifier circuit.
The amplifier circuit is comprised of in-phase proportion amplifier, filter capacitor C1 and op amp feed circuit, and wherein the in-phase proportion amplifier is comprised of op amp and resistance R 1, R2, R7, and op amp is selected LM358D; The op amp feed circuit are comprised of aerotron U4, capacitor C 8, C9, inductance L 2, for by vehicle-mounted 12V voltage transformation, being 5V voltage, are the op amp power supply, and aerotron is selected Philip LM2575HVS-5.0.The amplifier circuit input end connects Vck end in the BUCK circuit, and mouth connects 1 pin of TL494 chip, effect be the sampling resistor both end voltage after filter and amplification and resistance R 6 change current signal into, input to the TL494 chip in PWM generator.
2 pin of plug P2 are for connecting vehicle-mounted 12V power supply by the 12V of whole current driver end, and 4 pin are used for the ground terminal ground connection of whole current driver.
Claims (1)
1. control system for the magneto-rheological vibration damper semi-active suspension, it is characterized in that: be by acceleration pick-up (1), filter circuit (3), ECU controller (4) and current driver (6) form, by acceleration pick-up (1), gather acceleration signal (2), acceleration signal (2) inputs to ECU controller (4) after integrating circuit (3) filtering integration after filtering, ECU controller (4) is processed and next speed signal for receiving by filter integral circuit (3), send simultaneously voltage control signal (5) to current driver (6), for generation of the current controling signal (7) of controlling magneto-rheological vibration damper (8), current driver (6) changes the pwm signal dutycycle to regulate the size of magneto-rheological vibration damper (8) received current, and use reactive circuit to regulate in real time electric current, the expected value that it is sent near controller.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2013203681829U CN203305802U (en) | 2013-06-25 | 2013-06-25 | Control system for semi-active suspension of magneto-rheological shock absorber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2013203681829U CN203305802U (en) | 2013-06-25 | 2013-06-25 | Control system for semi-active suspension of magneto-rheological shock absorber |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203305802U true CN203305802U (en) | 2013-11-27 |
Family
ID=49612033
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2013203681829U Expired - Fee Related CN203305802U (en) | 2013-06-25 | 2013-06-25 | Control system for semi-active suspension of magneto-rheological shock absorber |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203305802U (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103303087A (en) * | 2013-06-25 | 2013-09-18 | 吉林大学 | Control system for semi-active suspension frame of magnetorheological damper |
| CN104015582A (en) * | 2014-06-18 | 2014-09-03 | 吉林大学 | Automotive energy-regenerative active suspension system with rigidity and damping variable |
| CN104270006A (en) * | 2014-03-18 | 2015-01-07 | 吉林大学 | BUCK circuit-based current driver |
| CN108454473A (en) * | 2018-01-16 | 2018-08-28 | 重庆菲力斯特科技有限公司 | The control method and control device of seat suspension system based on ER fluid |
| CN109334376A (en) * | 2018-09-11 | 2019-02-15 | 江苏大学 | The damper mechanical characteristic time varying compensation control system and its building method of magneto-rheological semiactive suspension |
| CN114964447A (en) * | 2021-02-26 | 2022-08-30 | 精工爱普生株式会社 | Measuring method, measuring device, measuring system, and storage medium |
| US20220276119A1 (en) * | 2021-02-26 | 2022-09-01 | Seiko Epson Corporation | Measurement Method, Measurement Device, Measurement System, And Measurement Program |
| CN115013468A (en) * | 2022-05-25 | 2022-09-06 | 江苏省特种设备安全监督检验研究院 | Vibration reduction control system and method for magnetorheological damper under impact load |
| US11982595B2 (en) | 2021-02-26 | 2024-05-14 | Seiko Epson Corporation | Determining abnormalities in the superstructure of a bridge based on acceleration data |
-
2013
- 2013-06-25 CN CN2013203681829U patent/CN203305802U/en not_active Expired - Fee Related
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103303087A (en) * | 2013-06-25 | 2013-09-18 | 吉林大学 | Control system for semi-active suspension frame of magnetorheological damper |
| CN104270006A (en) * | 2014-03-18 | 2015-01-07 | 吉林大学 | BUCK circuit-based current driver |
| CN104015582A (en) * | 2014-06-18 | 2014-09-03 | 吉林大学 | Automotive energy-regenerative active suspension system with rigidity and damping variable |
| CN104015582B (en) * | 2014-06-18 | 2016-04-13 | 吉林大学 | The automobile energy regenerative active suspension system of a kind of stiffness variable and damping |
| CN108454473A (en) * | 2018-01-16 | 2018-08-28 | 重庆菲力斯特科技有限公司 | The control method and control device of seat suspension system based on ER fluid |
| CN109334376A (en) * | 2018-09-11 | 2019-02-15 | 江苏大学 | The damper mechanical characteristic time varying compensation control system and its building method of magneto-rheological semiactive suspension |
| CN114964447A (en) * | 2021-02-26 | 2022-08-30 | 精工爱普生株式会社 | Measuring method, measuring device, measuring system, and storage medium |
| US20220276119A1 (en) * | 2021-02-26 | 2022-09-01 | Seiko Epson Corporation | Measurement Method, Measurement Device, Measurement System, And Measurement Program |
| CN114964447B (en) * | 2021-02-26 | 2024-01-02 | 精工爱普生株式会社 | Measuring method, measuring device, measuring system, and storage medium |
| US11921012B2 (en) * | 2021-02-26 | 2024-03-05 | Seiko Epson Corporation | Abnormality determination for bridge superstructure based on acceleration data |
| US11982595B2 (en) | 2021-02-26 | 2024-05-14 | Seiko Epson Corporation | Determining abnormalities in the superstructure of a bridge based on acceleration data |
| CN115013468A (en) * | 2022-05-25 | 2022-09-06 | 江苏省特种设备安全监督检验研究院 | Vibration reduction control system and method for magnetorheological damper under impact load |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN203305802U (en) | Control system for semi-active suspension of magneto-rheological shock absorber | |
| CN103303087A (en) | Control system for semi-active suspension frame of magnetorheological damper | |
| CN106515348B (en) | Intelligent acceleration damping semi-active control method for vehicle suspension system | |
| CN102729760B (en) | Real-time optimal damping control algorithm of automobile semi-active suspension system | |
| CN105539052B (en) | A kind of controllable suspension sliding formwork tracking controller using vehicle plateau as reference | |
| CN102501737B (en) | Intelligent particle swarm fuzzy hybrid control method for automotive semi-active suspension systems | |
| US20170349022A1 (en) | Suspension device and suspension control unit | |
| CN103853149A (en) | Hardware-in-loop test bed for magnetorheology semi-active suspension control prototype development | |
| CN102582389A (en) | Vehicle suspension control method based on virtual damper | |
| Liao et al. | A versatile semiactive electrically interconnected suspension with heave-roll vibration decoupling control | |
| CN105818634A (en) | Closed-loop continuous damping control device and control method thereof | |
| JP7393520B2 (en) | Vehicle control device | |
| CN105291747A (en) | Automotive active suspension control method with dead-zone executer | |
| Xu et al. | Dynamic ride height adjusting controller of ECAS vehicle with random road disturbances | |
| Pati et al. | Sliding mode controller design using PID sliding surface for half car suspension system | |
| CN202624110U (en) | Vertical acceleration and temperature signal pickup assembly for vehicles | |
| CN109505914B (en) | Variable-rigidity variable-damping semi-active suspension | |
| Li et al. | Fuzzy intelligent control of automotive vibration via magneto-rheological damper | |
| Sharp | Application of optimal preview control to speed-tracking of road vehicles | |
| Nguyen et al. | Control of Active Suspension System by Using H $\infty $ Theory | |
| CN113044047A (en) | AFS/DYC integrated control method based on class PID-STSM | |
| Payghan et al. | Skyhook control for active suspension system with a novel variable damper | |
| CN104608583A (en) | Automobile active-disturbance-rejection suspension system and control method | |
| CN109782605A (en) | A kind of sampling control method for automobile suspension system | |
| CN113639002B (en) | Program-controlled bidirectional current driver of magnetorheological damper |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20131127 Termination date: 20140625 |
|
| EXPY | Termination of patent right or utility model |