CN101332817B - Control device and method of MR damper for vehicle suspension system - Google Patents
Control device and method of MR damper for vehicle suspension system Download PDFInfo
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Abstract
本发明涉及用于重型车辆(或履带车辆)底盘悬挂系统的圆盘式磁流变阻尼器，公开了一种车辆悬挂系统用磁流变阻尼器控制装置及控制方法。该控制装置，包括至少一个路谱测量通道，多个阻尼力控制通道以及一一对应的多个设置在车体上的磁流变阻尼器。该控制方法基于上述控制装置，具体步骤为：首先建立振级控制表；再通过路谱测量通道，检测车辆行驶中的路面振动信号，根据振级控制表，确定振级，提供控制参考信号；最后，将控制信号提供给多个阻尼力控制通道，多个阻尼力控制通道独立控制各自相对应的磁流变阻尼器。
The invention relates to a disk-type magneto-rheological damper used in a chassis suspension system of a heavy vehicle (or crawler vehicle), and discloses a control device and a control method for a magneto-rheological damper used in a vehicle suspension system. The control device includes at least one road spectrum measurement channel, a plurality of damping force control channels and a plurality of magneto-rheological dampers arranged on the vehicle body in one-to-one correspondence. The control method is based on the above-mentioned control device, and the specific steps are as follows: first, establish a vibration level control table; then, through the road spectrum measurement channel, detect the road surface vibration signal when the vehicle is running, determine the vibration level according to the vibration level control table, and provide a control reference signal; Finally, the control signal is provided to multiple damping force control channels, and the multiple damping force control channels independently control their corresponding magneto-rheological dampers.
Description
Technical Field
The invention relates to a disc type magneto-rheological damper for a chassis suspension system of a heavy vehicle (or tracked vehicle), in particular to a control device and a control method of the magneto-rheological damper for the chassis suspension system of the heavy vehicle (or tracked vehicle).
Background
The suspension system is one of the important components of the vehicle, and plays an important role in the smoothness and steering stability of the vehicle. Suspension systems can generally be classified into three types, passive, semi-active, and active, according to the vibration control method. At present, the suspension systems of heavy vehicles (or tracked vehicles) are basically passive suspension systems. However, the traditional passive suspension system cannot be adjusted in real time according to road conditions because the parameters such as the spring stiffness, the damping coefficient and the like are fixed, and the vibration reduction effect is not ideal enough. Although the active control has an optimal control effect, the practicability is greatly limited due to a complex structure, poor reliability, high cost and large energy consumption. Semi-active suspension is therefore the focus of research in today's world.
A magneto-rheological Damper (MR Damper for short) is a novel Damper for realizing a semi-active suspension system. Unlike conventional hydraulic dampers, magnetorheological fluids (MRF) are an intelligent material that exhibits low viscosity newtonian fluid characteristics in the absence of an applied magnetic field; under the action of a strong magnetic field, the apparent viscosity can be increased by more than two orders of magnitude in a short time (millisecond level), the Bingham fluid characteristics of high viscosity and low fluidity are presented, the change is continuous, reversible and controllable, and the magnetorheological damper adopting the material has the characteristics of large damping force, wide adjustable range, quick response and the like, and is the key point for the research of the intelligent shock absorber of the modern vehicle-mounted system. At present, the key problem of applying the half of active suspension systems to vehicle-mounted systems is the lack of a reasonable controller and a corresponding control strategy.
Disclosure of Invention
The invention aims to provide a control device of a magneto-rheological damper for a vehicle suspension system, which can control the damping force of the magneto-rheological damper, reduce the vibration of the suspension system caused by road surface unevenness and realize vibration reduction in a wide dynamic range.
The invention also aims to provide a control method of the magnetorheological damper for the vehicle suspension system, and based on the control device, the magnetorheological damper can be conveniently applied to the suspension system of the chassis of the heavy vehicle.
In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:
(1) the magnetorheological damper control device for the vehicle suspension system is characterized by comprising at least one road spectrum measuring channel, a plurality of damping force control channels and a plurality of magnetorheological dampers, wherein the plurality of magnetorheological dampers are arranged on a vehicle body and correspond to the plurality of damping force control channels one to one;
the road spectrum measuring channel comprises: the road spectrum vibration sensor comprises a road spectrum processor and a road spectrum vibration sensor, wherein a vibration level control table is arranged in the road spectrum processor, each vibration level corresponds to a control reference signal, and a road vibration signal output by the road spectrum vibration sensor is compared with the vibration level control table to output a corresponding control reference signal;
the damping force control channel comprising: the damping force controller compares the control reference signal with a negative feedback vibration signal of the negative feedback vibration sensor, outputs a damping force control signal, controls the power amplifier to generate an adjusting current and adjusts the corresponding magneto-rheological damper.
The device is further improved and characterized in that:
the power amplifier includes: the current negative feedback amplifier comprises an adjustable gain amplifier, a PWM (pulse width modulation) and an MOSFET (metal oxide semiconductor field effect transistor) switch power amplifier which are sequentially connected in series, wherein the MOSFET switch power amplifier outputs an adjusting current, the input end of the adjustable gain amplifier receives a damping force control signal, and the current negative feedback amplifier feeds the adjusting current back to the input end of the adjustable gain amplifier.
The road spectrum vibration sensor comprises: the device comprises an acceleration sensor, a charge amplifier and an RMS (remote maintenance unit) circuit which are sequentially connected in series, wherein the RMS circuit outputs a road surface vibration signal.
The negative feedback vibration sensor includes: the device comprises an acceleration sensor, a charge amplifier and an RMS (root mean square) circuit which are sequentially connected in series, wherein the RMS circuit outputs a negative feedback vibration signal.
(2) Based on the control device, the control method of the magneto-rheological damper for the vehicle suspension system is characterized by comprising the following steps of:
step 1: establishing vibration level control table
Dividing a plurality of vibration levels according to a road spectrum standard or a road vibration signal range of an actual road condition, determining a control reference signal corresponding to each vibration level, and establishing a vibration level control table;
step 2: detecting a road vibration signal in the running process of the vehicle through a road spectrum measuring channel, determining a vibration level according to a vibration level control table, and providing a control reference signal;
and step 3: and providing the control reference signal to a plurality of damping force control channels, wherein the plurality of damping force control channels independently control the corresponding magneto-rheological dampers.
The invention has the following advantages: (1) the control device has high response speed because the control device adopts a centralized-distributed control strategy; the damping force control channel and the road spectrum measuring channel are controlled by an independent road spectrum processor or a damping force controller, and acquisition, operation and parameter adjustment are automatically completed. (2) The dynamic range of the damping force control channel is large because double-parameter control is adopted, namely a vibration signal of a sensitive road spectrum and a current signal of a sensitive load (a magneto-rheological damper coil). (3) The damping force control channel has strong anti-interference capability, which is mainly due to the adoption of a current negative feedback circuit. (4) The damping force control channel can continuously output 0-3 amperes of current and is used for controlling the damping force of each magneto-rheological damper.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a magnetorheological damper control device;
FIG. 2 is a schematic diagram of a road spectrum measurement channel structure;
FIG. 3 is a schematic diagram of a charge amplifier configuration;
FIG. 4 is a schematic diagram of an RMS circuit;
FIG. 5 is a schematic diagram of a damping force control channel configuration.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1, the overall structure of the control device of the present invention is schematically illustrated. The control device comprises 1-2 road spectrum testing channels, a plurality of damping force control channels and a plurality of magnetorheological dampers arranged on a vehicle body in a one-to-one correspondence mode. A road spectrum measurement channel comprising: the road spectrum vibration sensor comprises a road spectrum processor and a road spectrum vibration sensor, wherein a vibration level control table is arranged in the road spectrum processor, each vibration level corresponds to a control reference signal, and a road surface vibration signal of the road spectrum vibration sensor is compared with the vibration level control table to output a control reference signal so as to provide a control reference for a damping force control channel. The control device can be configured with a plurality of damping force control channels according to the structure of the suspension system. The damping force control channel comprising: damping force controller, power amplifier and feedback vibration sensor.
The control device can be installed in a cab, the magnetorheological dampers are symmetrically installed in a chassis suspension system, wheels and a vehicle body are connected in parallel with the elastic supporting elements, and the control device is controlled by an independent damping force control channel respectively to reduce vehicle body vibration caused by road unevenness. The road spectrum measuring channel and each damping force control channel of the control device are independent circuit boards, the road spectrum can be measured independently or one magnetorheological damper can be controlled, and the power supply of the circuit boards can be supplied with power by a direct current storage battery on an automobile in a unified mode. The number of channels of a control device may be determined by the number of magnetorheological dampers being controlled.
The invention adopts a concentrated-distributed control method, wherein the concentrated-distributed control method is characterized in that 1-2 channels are used for collecting road spectrums and are used as control decision references of the damping force of the magnetorheological damper, and the rest channels are used for controlling the damping force of the magnetorheological damper.
The method comprises the following specific steps:
step 1: dividing a plurality of vibration levels according to a road spectrum standard or a road vibration signal range of an actual road condition, determining a control reference signal corresponding to each vibration level, and establishing a vibration level control table;
step 2: detecting a road vibration signal in the running process of the vehicle through a road spectrum measuring channel, determining a vibration level according to a vibration level control table, and providing a control reference signal;
and step 3: and providing the control reference signal to a plurality of damping force control channels, wherein the plurality of damping force control channels independently control the corresponding magneto-rheological dampers.
For example: the device is installed on a six-wheel armored vehicle, a road spectrum measuring channel is arranged on the front two wheels, and a damping force control channel and a magneto-rheological damper are installed on the rear four wheels. The road spectrum measuring channel judges the vibration level according to a predetermined vibration level table, outputs a control reference signal to the damping force control channel of the rear four wheels through a serial port, obtains the control reference signal calculated by the front wheels and collects a negative feedback vibration signal of the vehicle body by the rear four wheels, and finally controls the vibration of the rear wheels through the damping force controller.
And according to the vibration signal range measured by the road spectrum measuring channel, dividing different vibration levels corresponding to different road surface states. Considering that it is difficult for the actual control to completely eliminate the vehicle body vibration, the control reference signal is determined on the principle that the level of the vehicle body vibration is reduced. For example, for a certain type of vehicle, six vibration levels are equally classified according to the vibration signal range, as shown in table 1. The first vibration level indicates that the road surface vibration is small, a control reference signal is set to be 0V, and the aim of controlling the vibration of the vehicle body to be reduced to 0 is achieved; the second vibration level indicates that the vibration of the road surface is strengthened, and a control reference signal is set to be 0.5V, which indicates that the aim of controlling the vibration of the vehicle body to be reduced to the first vibration level is achieved; the third vibration level shows that the road vibration is further strengthened, a control reference signal is set to be 1.0V, and the aim of controlling the vehicle body vibration to be reduced to the lower limit of the second vibration level is shown; the fourth vibration level indicates that the vibration of the road surface is intensified, the control reference signal is set to be 2.0V, and the aim of controlling the vibration of the vehicle body to be reduced to the lower limit of the third vibration level is taken as indication; setting a control reference signal of 2.5V for the fifth vibration level, and indicating that the aim of controlling the vibration of the vehicle body to be reduced to the middle of the third vibration level is fulfilled; the sixth vibration level setting control reference signal is 3.0V, which indicates that the aim is to control the vehicle body vibration to fall to the third vibration level upper limit.
TABLE 1 vibration-level control table for certain type of vehicle
| Road surface vibration signal/V | Vibration level | Control reference signal/V |
| 0---1.0 | First vibration stage | 0 |
| 1.0---2.0 | Second vibration stage | 0.5 |
| 2.0---3.0 | Third vibration stage | 1.0 |
| 3.0---4.0 | Fourth vibration stage | 2.0 |
| 4.0---5.0 | Fifth vibration stage | 2.5 |
| ＞5.0 | Sixth vibration stage | 3.0 |
When two or more channels are used to collect road spectrum, the input voltage should be the average value of the voltage of multiple channels, and the method for establishing the vibration level control table is the same as the above.
Referring to fig. 2, a road spectrum measurement channel structure is shown. A road spectrum measurement channel comprising: a road spectrum processor and a road spectrum vibration sensor. The road spectrum vibration sensor comprises: the device comprises an acceleration sensor, a charge amplifier and an RMS circuit which are sequentially connected in series, wherein the RMS circuit outputs a vibration measurement signal. The road spectrum processor consists of a microprocessor, an A/D converter and a communication interface, and a vibration level control table is stored in the road spectrum processor. The road spectrum measuring channel is mainly used for measuring a road spectrum when a vehicle runs so as to determine each control reference signal of the damping force control channel.
And the road spectrum measurement is carried out, and the vibration sensor can be a displacement sensor, a speed sensor or an acceleration sensor. The control device adopts an acceleration sensor to measure a road spectrum, the acceleration sensor is generally arranged on a front wheel hub, and the acceleration sensor measures the road vibration condition in real time in the driving process of the vehicle. The vibration signal is converted into true effective value voltage related to energy through a sensor, a charge amplifier and an RMS circuit, the true effective value voltage is transmitted into a microprocessor through an A/D converter, a vibration level control table is inquired, and a control reference signal corresponding to the vibration level is transmitted to each damping force control channel through a communication interface to serve as a control reference signal (voltage signal).
The control device sets the vibration level according to the RMS value of the road spectrum vibration sensor, and the vibration level can be divided into 6 grades or more than 6 grades. See table 1 for the determination of the vibration level control table. The vibration level control table can lead data into the memory of the microprocessor by using serial port communication after the microprocessor is powered on, and the data is used as control reference voltage for future reference.
Referring to fig. 3, a schematic diagram of a charge amplifier is shown. The charge amplifier employed in this embodiment is a programmable gain charge amplifier, which includes two parts: a charge amplifier and a programmable amplifier. The charge amplifier converts the vibration signal detected by the road spectrum vibration sensor into a voltage signal, and then amplifies and outputs the voltage signal to meet the requirements of various sensitivities. The programmable charge amplifier can achieve a change in the gain of the amplifier by changing the resistance of the resistor network. The gain of the programmable charge amplifier can be set.
Referring to FIG. 4, an RMS circuit schematic is shown. Filtered vibration signal VinEnters the chip AD536 through the pin IN, and the chip converts the direct current or alternating current signal according to the formula IN the circuit
Converting into DC signal, i.e. the chip can extract the true effective value V of road spectrumrmsAnd converted into a direct current level to be output through an OUT pin.
Referring to fig. 5, a damping force control channel structure is schematically illustrated. A damping force control channel comprising: damping force controller, power amplifier and feedback vibration sensor. The damping force controller compares the control reference signal with a negative feedback vibration signal of the feedback vibration sensor, outputs a damping force control signal, controls the power amplifier to generate an adjusting current, adjusts the corresponding magneto-rheological damper, changes the damping characteristic of the magneto-rheological damper and achieves the aim of damping the vehicle body.
The damping force controller is mainly used for controlling the damping force of the magnetorheological damper. The damping force controller mainly takes a microcontroller unit MCU and a PI control algorithm (PI controller) as a core, and comprises an input and output interface unit: A/D converter, I/O interface, D/A converter.
The power amplifier includes: the current negative feedback amplifier comprises an adjustable gain amplifier, a PWM (pulse width modulation) and an MOSFET (metal oxide semiconductor field effect transistor) switch power amplifier which are sequentially connected in series, wherein the MOSFET switch power amplifier outputs an adjusting current, the input end of the adjustable gain amplifier receives a damping force control signal, and the current negative feedback amplifier feeds the adjusting current back to the input end of the adjustable gain amplifier.
The feedback vibration sensor includes: the device comprises an acceleration sensor, a charge amplifier and an RMS circuit which are sequentially connected in series, wherein the RMS circuit outputs a vibration measurement signal.
And controlling the working principle of the channel by damping force. When the vehicle runs, a vehicle body vibration signal detected by an acceleration sensor is amplified by a charge amplifier and then output to an RMS (root mean square) circuit to be converted into a negative feedback vibration signal of the vehicle body, the negative feedback vibration signal is sent to an A/D (analog/digital) converter to be converted into a voltage value, the voltage value is compared with a control reference signal of a road spectrum processor to obtain an error signal, and the error signal is subjected to PI (proportional-integral) control algorithm to calculate a current damping force control signal, namely a voltage uiThe calculation formula is
ei＝ur-uci
Wherein,
uithe voltage of the current damping force control signal;
eifor controlling reference signal urNegative feedback vibration signal u with vehicle bodyciComparing the obtained error signals;
urthe control reference signal is obtained by looking up the vibration level control table according to the numerical value obtained by the road spectrum measurement channel;
uciis a negative feedback vibration signal of the vehicle body;
k is the proportional gain of the PI controller;
TIis the integration time constant of the PI controller;
t is the control period of the PI controller.
In order to ensure the accuracy of the D/A converter, the output is fixed on 5V, the control gain is changed by adjusting the adjustable gain amplifier, and the damping force control signal u is controllediTo the input of the PWM pulse width modulator. The gain of the adjustable gain amplifier can be adjusted by Calculation of kmThe value dynamically changes the gain coefficient of the controller through the I/O port, so that the output of the controller is dynamically changed along with the road condition, and the effect of real-time control is achieved. The output voltage of the adjustable gain amplifier is sent to a PWM voltage pulse width modulator,the PWM pulse width modulator generates square waves with different duty ratios according to different input voltages, the square waves are sent to the MOSFET switch power amplifier, output currents with different sizes of 0-3A can be generated, and the size of the damping force of the magneto-rheological damper can be changed according to the size of the currents. In order to improve the anti-interference capability of the controller, a current negative feedback circuit is also arranged, and the feedback coefficient can be set between 0.1 and 0.3. In the control, a position type PI (proportional plus integral) control algorithm is adopted, so that the deviation of a regulating system can be eliminated, and the non-difference regulation is realized.
Communication circuits are important components for implementing "centralized-distributed" control strategies. Therefore, each circuit board is provided with a serial communication interface, and the main functions of the serial communication interface are two: the method has the advantages that firstly, the communication and data transmission functions among the channels are realized, and the communication and data transmission between the road spectrum testing channel and each damping force control channel is mainly realized; and secondly, the downloading function of the programs and the data between each channel and the PC is completed, generally, the post-processing of programming, modifying the programs and the data is completed on the PC, and the programs are downloaded to the microprocessor for control through the interface after the programming or modifying the programs.
The control device can be used for controlling the magneto-rheological damper of the suspension system of the heavy-duty car, can also be used for controlling the magneto-rheological damper of the suspension system of the tracked vehicle, and can be used for controlling a disc type magneto-rheological damper and controlling other types of magneto-rheological dampers.
Claims (4)
1. The magnetorheological damper control device for the vehicle suspension system is characterized by comprising at least one road spectrum measuring channel, a plurality of damping force control channels and a plurality of magnetorheological dampers, wherein the plurality of magnetorheological dampers are arranged on a vehicle body and correspond to the plurality of damping force control channels one to one;
the road spectrum measuring channel comprises: the road spectrum vibration sensor comprises a road spectrum processor and a road spectrum vibration sensor, wherein a vibration level control table is arranged in the road spectrum processor, each vibration level corresponds to a control reference signal, and a road vibration signal output by the road spectrum vibration sensor is compared with the vibration level control table to output a corresponding control reference signal;
the damping force control channel comprising: the damping force controller compares the control reference signal with a negative feedback vibration signal of the negative feedback vibration sensor, outputs a damping force control signal, controls the power amplifier to generate an adjusting current and adjusts the corresponding magneto-rheological damper.
2. The magnetorheological damper control device according to claim 1, wherein the power amplifier comprises: the current negative feedback amplifier comprises an adjustable gain amplifier, a PWM (pulse width modulation) and an MOSFET (metal oxide semiconductor field effect transistor) switch power amplifier which are sequentially connected in series, wherein the MOSFET switch power amplifier outputs an adjusting current, the input end of the adjustable gain amplifier receives a damping force control signal, and the current negative feedback amplifier feeds the adjusting current back to the input end of the adjustable gain amplifier.
3. The magnetorheological damper control apparatus for a vehicle suspension system of claim 1, wherein the road spectrum vibration sensor comprises: the device comprises an acceleration sensor, a charge amplifier and an RMS (remote maintenance unit) circuit which are sequentially connected in series, wherein the RMS circuit outputs a road surface vibration signal.
4. The magnetorheological damper control apparatus for a vehicle suspension system of claim 1, wherein the negative feedback vibration sensor comprises: the device comprises an acceleration sensor, a charge amplifier and an RMS (root mean square) circuit which are sequentially connected in series, wherein the RMS circuit outputs a negative feedback vibration signal.
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| CN105946496A (en) * | 2016-04-27 | 2016-09-21 | 东华大学 | Suspension control system based on skyhook control algorithm |
| CN107084222B (en) * | 2017-05-15 | 2019-05-21 | 中车株洲电力机车研究所有限公司 | A kind of aircraft gun buffer control method |
| CN110539735B (en) * | 2019-09-09 | 2020-08-14 | 淮安信息职业技术学院 | Heavy truck emergency brake cargo safety system based on non-Newtonian fluid |
| CN113090704B (en) * | 2021-04-09 | 2022-04-15 | 南京林业大学 | Anti-interference system and method of magnetorheological damper in impact buffer system |
| CN115891549B (en) * | 2022-10-14 | 2024-06-04 | 一汽解放汽车有限公司 | Damper control method and system |
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