CN110228343A - A kind of magnetorheological air suspension control system of partly active and its control method - Google Patents
A kind of magnetorheological air suspension control system of partly active and its control method Download PDFInfo
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- 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
- B60G17/016—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—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 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
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- 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
- B60G17/019—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 characterised by the type of sensor or the arrangement thereof
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- 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
- B60G17/019—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 characterised by the type of sensor or the arrangement thereof
- B60G17/01908—Acceleration or inclination sensors
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- 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
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
- B60G17/052—Pneumatic spring characteristics
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/10—Damping action or damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/22—Spring constant
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/20—Stationary vehicle
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Abstract
一种半主动磁流变空气悬挂控制系统，包括载荷、悬挂装置、传感系统和控制器，悬挂装置以空气弹簧为弹性元件，以磁流变减振器为阻尼元件，空气弹簧经定位控制阀与附加气室相连，空气弹簧的刚度特性随定位控制阀输入电压的改变而改变，磁流变减振器的阻尼特性随励磁线圈输入电流的改变而改变。一种半主动磁流变空气悬挂控制系统的控制方法，包括，将路面输入分为若干频段，针对各频段分别设定定位控制阀的输入电压和励磁线圈的输入电流；通过传感系统获取载荷的垂向响应加速度，将垂向响应加速度传输给控制器；控制器对加速度信号进行频谱分析，判断路面激励所处频段，并根据路面激励所处频段控制定位控制阀的输入电压和励磁线圈的输入电流。
A semi-active magneto-rheological air suspension control system, including load, suspension device, sensing system and controller, the suspension device uses air spring as elastic element, magnetorheological shock absorber as damping element, air spring is controlled by positioning The valve is connected with the additional air chamber, the stiffness characteristic of the air spring changes with the input voltage of the positioning control valve, and the damping characteristic of the magneto-rheological shock absorber changes with the change of the input current of the excitation coil. A control method for a semi-active magneto-rheological air suspension control system, comprising: dividing the road surface input into several frequency bands, respectively setting the input voltage of the positioning control valve and the input current of the excitation coil for each frequency band; The vertical response acceleration is transmitted to the controller; the controller analyzes the frequency spectrum of the acceleration signal, judges the frequency band of the road excitation, and controls the input voltage of the positioning control valve and the excitation coil according to the frequency band of the road excitation. Input Current.
Description
技术领域technical field
本发明涉及汽车领域，具体涉及一种半主动空气悬挂控制系统及其控制方法。The invention relates to the field of automobiles, in particular to a semi-active air suspension control system and a control method thereof.
背景技术Background technique
半主动悬挂由可调减振器或可调弹簧构成，靠改变阻尼或刚度实现减振目的。由于调节减振器的阻尼较易实现，因此，多年来半主动悬挂的研究主要侧重于阻尼可调式悬挂的研究上，阻尼可调式悬挂虽能迅速衰减车身在共振频域内的振动能量，但依然无法避开共振频率。为了避免共振现象的发生，需要改变悬挂刚度，使悬挂系统的固有频率避开路面激励频率。在空气弹簧的基础上增加附加气室，通过节流孔将空气弹簧与附加气室相连，设计出的带附加气室空气悬挂可以得到较低的固有频率，并且可实现悬挂刚度可调。Semi-active suspension consists of adjustable shock absorbers or adjustable springs, and achieves the purpose of vibration reduction by changing the damping or stiffness. Since it is easier to adjust the damping of the shock absorber, the research on semi-active suspension for many years has mainly focused on the study of the adjustable damping suspension. There is no way to avoid the resonant frequency. In order to avoid the resonance phenomenon, it is necessary to change the suspension stiffness so that the natural frequency of the suspension system avoids the excitation frequency of the road surface. An additional air chamber is added on the basis of the air spring, and the air spring is connected to the additional air chamber through an orifice. The designed air suspension with an additional air chamber can obtain a lower natural frequency, and the suspension stiffness can be adjusted.
路面不平度用来描述路面的起伏程度，是车辆行驶过程中的主要激励，影响车辆行驶平顺性、操纵稳定性等各方面。分析路面不平度对于减振控制策略的研究具有重要意义。Road surface roughness is used to describe the degree of undulation of the road surface, which is the main incentive during the driving process of the vehicle, and affects the ride comfort, handling stability and other aspects of the vehicle. The analysis of road surface roughness is of great significance for the study of vibration reduction control strategies.
路面不平度主要采用路面位移功率谱密度描述其统计特性，其时间历程可视作平稳随机过程处理。路面位移功率谱密度的拟合式为：Pavement roughness is mainly described by the power spectral density of road surface displacement, and its time history can be treated as a stationary random process. The fitting formula of the road surface displacement power spectral density is:
对车辆振动系统的输入除了路面不平度外，还要考虑行驶速度v，为此将空间频率谱转换为时间频率谱:In addition to road roughness, the input to the vehicle vibration system also needs to consider the driving speed v, for which the spatial frequency spectrum is converted into a time frequency spectrum:
式中，n为空间频率，m-1，表示每米长度包括几个波长；n0为参考空间频率，n0＝0.1m-1； Gq(n0)为参考空间频率下的路面功率谱密度值，称为路面不平度系数，m3；w为频率指数， w＝2；f＝vn，f为时间频率，v为车速。In the formula, n is the spatial frequency, m -1 , indicating how many wavelengths are included in each meter length; n 0 is the reference spatial frequency, n 0 =0.1m -1 ; G q (n 0 ) is the road surface power at the reference spatial frequency The spectral density value is called the road surface roughness coefficient, m 3 ; w is the frequency index, w=2; f=vn, f is the time frequency, and v is the vehicle speed.
对式(2)两端取对数后作图，得到路面位移功率谱密度，如图1所示。在极短的时间内，路面功率谱密度的频带宽度远小于其中心频率，为一窄带分布，并且随车速的增大向中高频推移。在较长时间内的路面功率谱密度实际上是将不同频率的窄带分布综合起来，得到路面位移功率谱密度。Take the logarithm of both ends of formula (2) and plot it to obtain the power spectral density of road surface displacement, as shown in Figure 1. In a very short period of time, the frequency bandwidth of the power spectral density of the road surface is much smaller than its center frequency, which is a narrow-band distribution, and moves to the middle and high frequencies with the increase of vehicle speed. The power spectral density of the road surface in a long period of time is actually a combination of the narrow-band distributions of different frequencies to obtain the power spectral density of the road surface displacement.
考虑短时间内的路面激励，激励频率集中在某一个频段内，可通过调节悬挂系统的刚度，使悬挂固有频率避开此频段，从而避免车身响应的功率谱密度在此频段上出现尖峰，再适当调节悬挂阻尼系数，可进一步衰减振动。Considering the road surface excitation in a short period of time, the excitation frequency is concentrated in a certain frequency band. By adjusting the stiffness of the suspension system, the natural frequency of the suspension can be avoided from this frequency band, so as to avoid the peak of the power spectral density of the body response in this frequency band. Properly adjusting the suspension damping coefficient can further attenuate the vibration.
发明内容Contents of the invention
本发明的目的是提供一种半主动磁流变空气悬挂控制系统及其控制方法，根据短时间内路面激励所处频段，通过调节悬挂系统的刚度，使悬挂固有频率避开路面激励的相应频段，避免了车身响应的功率谱密度在相应频段上出现尖峰，再通过适当调节悬挂的阻尼系数以进一步衰减振动。The purpose of the present invention is to provide a semi-active magneto-rheological air suspension control system and its control method. According to the frequency band of the road surface excitation in a short time, by adjusting the stiffness of the suspension system, the natural frequency of the suspension can avoid the corresponding frequency band of the road surface excitation. , avoiding the peak of the power spectral density of the body response in the corresponding frequency band, and then properly adjusting the damping coefficient of the suspension to further attenuate the vibration.
为实现上述发明目的，本发明的技术方案具体如下：In order to realize the above-mentioned purpose of the invention, the technical scheme of the present invention is specifically as follows:
一种半主动磁流变空气悬挂控制系统，包括载荷、悬挂装置、传感系统和控制器，悬挂装置以带附加气室空气弹簧为弹性元件，以磁流变减振器为阻尼元件，空气弹簧经定位控制阀与附加气室相连，空气弹簧的刚度特性随定位控制阀输入电压的改变而改变，磁流变减振器的阻尼特性随励磁线圈输入电流的改变而改变，传感系统固定在载荷上，传感系统的数据输出端与控制器相连，定位控制阀和励磁线圈分别与控制器相连，控制器根据传感系统采集的载荷的垂向加速度信息分别控制定位控制阀输入电压和励磁线圈的输入电流。A semi-active magneto-rheological air suspension control system, including load, suspension device, sensing system and controller, the suspension device uses an air spring with an additional air chamber as the elastic element, and the magneto-rheological shock absorber as the damping element, the air The spring is connected to the additional air chamber through the positioning control valve. The stiffness characteristics of the air spring change with the input voltage of the positioning control valve. The damping characteristics of the magneto-rheological shock absorber change with the change of the input current of the excitation coil. The sensor system is fixed. On the load, the data output terminal of the sensing system is connected to the controller, and the positioning control valve and the excitation coil are respectively connected to the controller. The controller controls the input voltage of the positioning control valve and the Input current to the field coil.
进一步的，所述传感系统包括位移传感器、加速度传感器和力传感器。Further, the sensing system includes a displacement sensor, an acceleration sensor and a force sensor.
上述半主动磁流变空气悬挂控制系统的控制方法，包括以下步骤：The control method of the above-mentioned semi-active magneto-rheological air suspension control system includes the following steps:
S1：将路面输入分为若干频段，针对各频段分别设定定位控制阀的输入电压和励磁线圈的输入电流；S1: Divide the road surface input into several frequency bands, and set the input voltage of the positioning control valve and the input current of the excitation coil for each frequency band;
S2：通过传感系统获取载荷的垂向响应加速度，并将垂向响应加速度传输给控制器；S2: Obtain the vertical response acceleration of the load through the sensing system, and transmit the vertical response acceleration to the controller;
S3：控制器对加速度信号进行频谱分析，判断路面激励所处频段，并根据路面激励所处频段确定定位控制阀的输入电压和励磁线圈的输入电流；S3: The controller analyzes the frequency spectrum of the acceleration signal, judges the frequency band of the road surface excitation, and determines the input voltage of the positioning control valve and the input current of the excitation coil according to the frequency band of the road surface excitation;
S4：控制器根据步骤S3确定的输入电压和输入电流分别控制定位控制阀的输入电压和励磁线圈的输入电流，实现对带附加气室空气弹簧的刚度和磁流变减振器的阻尼控制。S4: The controller respectively controls the input voltage of the positioning control valve and the input current of the excitation coil according to the input voltage and input current determined in step S3, so as to realize the stiffness control of the air spring with an additional air chamber and the damping control of the magneto-rheological shock absorber.
进一步的，所述步骤S1具体包括：Further, the step S1 specifically includes:
将路面输入分为若干个频段，并针对各频段分别设定定位控制阀的输入电压和励磁线圈的输入电流，具体如下：Divide the road surface input into several frequency bands, and set the input voltage of the positioning control valve and the input current of the excitation coil for each frequency band, as follows:
(1)低频区，0.1～1Hz，定位阀输入电压设为0v，磁流变减振器励磁电流设为0A；(1) In the low frequency area, 0.1~1Hz, the input voltage of the positioning valve is set to 0v, and the excitation current of the magnetorheological shock absorber is set to 0A;
(2)低频共振区，1～2Hz，定位阀输入电压设为5v，磁流变减振器励磁电流设为0.5A；(2) In the low-frequency resonance area, 1-2Hz, the input voltage of the positioning valve is set to 5v, and the excitation current of the magnetorheological damper is set to 0.5A;
(3)中间频段，2～10Hz，定位阀输入电压设为5v，磁流变减振器励磁电流设为1A；(3) Middle frequency band, 2~10Hz, the input voltage of the positioning valve is set to 5v, and the excitation current of the magnetorheological shock absorber is set to 1A;
(4)高频共振区，10～20Hz，定位阀输入电压设为10v，磁流变减振器励磁电流设为1.2A。(4) In the high-frequency resonance area, 10-20Hz, the input voltage of the positioning valve is set to 10v, and the excitation current of the magneto-rheological shock absorber is set to 1.2A.
与现有技术相比，本发明的有益效果：Compared with prior art, the beneficial effect of the present invention:
本发明的一种半主动磁流变空气悬挂系统的频域快速控制方法，不需要预测路面，只需测量车身垂向加速度，算法简单，对硬件要求低，易于实现；由于是根据极短时间内的路面激励进行调整，控制器的切换频率较高，因此即使存在执行滞后或测量误差，也不会对舒适性和安全性造成较大影响。The frequency-domain rapid control method of a semi-active magnetorheological air suspension system of the present invention does not need to predict the road surface, but only needs to measure the vertical acceleration of the vehicle body, the algorithm is simple, the hardware requirements are low, and it is easy to implement; The internal road surface excitation is adjusted, and the switching frequency of the controller is high, so even if there is an execution lag or measurement error, it will not have a great impact on comfort and safety.
附图说明Description of drawings
图1为背景技术中的路面位移功率谱密度图；Fig. 1 is the road surface displacement power spectral density figure in the background technology;
图2为本发明实施例中的模拟实验系统；Fig. 2 is the simulation experiment system in the embodiment of the present invention;
图3本发明实施例中的半主动悬挂控制系统硬件结构示意图；The schematic diagram of the hardware structure of the semi-active suspension control system in the embodiment of the present invention in Fig. 3;
图4本发明的功率放大电路图；The power amplifying circuit diagram of Fig. 4 of the present invention;
图5本发明控制方法的控制流程图；The control flowchart of Fig. 5 control method of the present invention;
图6本发明实施例中的1.2Hz时的垂向振动响应测试图；The vertical vibration response test diagram at 1.2Hz in the embodiment of the present invention in Fig. 6;
图7本发明实施例中的1.4Hz时的垂向振动响应测试图；The vertical vibration response test diagram at 1.4Hz in the embodiment of the present invention in Fig. 7;
图8本发明实施例中的1.6Hz时的垂向振动响应测试图。Fig. 8 is a vertical vibration response test diagram at 1.6 Hz in the embodiment of the present invention.
具体实施方式：Detailed ways:
实施例Example
图2所示为模拟实验系统，图3所示为半主动悬挂控制系统的硬件结构示意图，加载金属配重1000kg，采用振幅为4mm的正弦激励，用NI数据采集卡测量载荷的垂向响应加速度。将定位控制阀输入信号线连接到CB－68LP端子板的控制输出端口1，将磁流变减振器的引出导线连接到功率放大器输出端，而功率放大器的信号输入端与CB－68LP端子板的输出端口2连接。本试验采用响应加速度控制系统的输入，控制输出电压信号U与电流 I。以NI6024E数据采集卡为核心，由悬挂机械装置、传感检测系统、带运放的V/I转换器及功率放大器组成一个开放式硬件结构。悬挂机械装置以空气弹簧为弹性元件，空气弹簧经定位控制阀与附加气室相连，通过控制定位控制阀输入电压来改变空气弹簧的刚度特性；以磁流变减振器为阻尼元件，其内部励磁线圈引出的导线连接于V/I转换及功率放大电路的输出，通过控制输出电流的大小来改变磁流变减振器的阻尼特性。传感检测系统主要由位移传感器、加速度传感器和力传感器组成，采集测控系统的信号。在系统初始化及调试之后，开启系统硬件及软件，测控系统开始工作，传感器测量的信号通过采集卡输入端子进入数据采集系统及计算机，计算机根据测量信号，依据控制算法，确定控制信号，经采集卡输出端子输出控制信号，控制信号直接或经放大后改变执行元件的状态，实现对悬挂系统的控制。Figure 2 shows the simulation experiment system, and Figure 3 shows the hardware structure schematic diagram of the semi-active suspension control system, load a metal counterweight of 1000kg, adopt a sinusoidal excitation with an amplitude of 4mm, and use the NI data acquisition card to measure the vertical response acceleration of the load . Connect the input signal line of the positioning control valve to the control output port 1 of the CB-68LP terminal board, connect the lead wire of the magnetorheological shock absorber to the output end of the power amplifier, and the signal input end of the power amplifier is connected to the CB-68LP terminal board The output port 2 is connected. In this test, the input of the response acceleration control system is used to control the output voltage signal U and current I. With NI6024E data acquisition card as the core, an open hardware structure is composed of suspension mechanism, sensor detection system, V/I converter with operational amplifier and power amplifier. The suspension mechanical device uses the air spring as the elastic element, and the air spring is connected to the additional air chamber through the positioning control valve, and the stiffness characteristics of the air spring are changed by controlling the input voltage of the positioning control valve; the magneto-rheological shock absorber is used as the damping element, and its internal The wires drawn from the exciting coil are connected to the output of the V/I conversion and power amplifier circuit, and the damping characteristics of the magneto-rheological shock absorber are changed by controlling the magnitude of the output current. The sensor detection system is mainly composed of displacement sensors, acceleration sensors and force sensors, and collects signals from the measurement and control system. After system initialization and debugging, the system hardware and software are turned on, and the measurement and control system starts to work. The signal measured by the sensor enters the data acquisition system and the computer through the input terminal of the acquisition card. The computer determines the control signal according to the measurement signal and the control algorithm, and passes through the acquisition card. The output terminal outputs the control signal, and the control signal changes the state of the actuator directly or after being amplified, so as to realize the control of the suspension system.
采集卡选用美国NI公司生产的DAQCard-6024E数据采集卡。采样速率为200kS/s，具有16路单端(SI)/8路差分(DI)模拟量输入，输入分辨率为12位(精度0.005V)，输入电压范围为-10V～10V；2路模拟量输出，输出分辨率为12位，输出电压范围为-10V～10V，单通道电流驱动能力为5mA,输出最大阻抗为0.1Ω，此外还有2个24位20MHz计数器/定时器和8个数字I/O口。The acquisition card is DAQCard-6024E data acquisition card produced by American NI Company. The sampling rate is 200kS/s, with 16 channels of single-ended (SI)/8 channels of differential (DI) analog input, the input resolution is 12 bits (precision 0.005V), the input voltage range is -10V ~ 10V; 2 channels of analog Quantitative output, the output resolution is 12 bits, the output voltage range is -10V ~ 10V, the single channel current drive capability is 5mA, the maximum output impedance is 0.1Ω, in addition, there are two 24-bit 20MHz counter/timers and 8 digital I/O port.
定位控制阀采用Burkert8802-G1/2定位控制阀，其由位置控制器、执行机构、阀体3 部分组成，根据位置设定值对执行机构的位置进行调整，从而调节阀体开度。位置设定值可通过外部信号进行设置，阀体开度范围为0～Φ13mm，可由设定电压来调节，且电压与开度呈线性对应。本试验系统选用输入信号类型为0～10V电压信号，此时电压信号的输入阻抗为19kΩ，输入功率小于5W，可直接由采集卡的输出端子驱动。The positioning control valve adopts the Burkert8802-G1/2 positioning control valve, which is composed of a position controller, an actuator and a valve body. The position of the actuator is adjusted according to the position setting value, thereby adjusting the opening of the valve body. The position setting value can be set by an external signal. The opening range of the valve body is 0 ~ Φ13mm, which can be adjusted by the set voltage, and the voltage and the opening are linearly corresponding. The input signal type of this test system is 0-10V voltage signal. At this time, the input impedance of the voltage signal is 19kΩ, and the input power is less than 5W, which can be directly driven by the output terminal of the acquisition card.
图4所示为功率放大电路，磁流变减振器的线圈内阻约3Ω，要求控制电流范围为0～ 2A，而采集卡输出端子的驱动电流为5mA，输出端子输出的电压信号需经过功率放大，从而驱动磁流变减振器线圈。对功率放大电路的要求是电流大小正比于输入电压，电流大小与负载内阻无关。Figure 4 shows the power amplifier circuit. The internal resistance of the magneto-rheological shock absorber coil is about 3Ω, and the control current range is required to be 0-2A, while the drive current of the output terminal of the acquisition card is 5mA, and the voltage signal output by the output terminal needs to pass through The power is amplified to drive the magnetorheological damper coils. The requirement for the power amplifier circuit is that the current is proportional to the input voltage, and the current has nothing to do with the internal resistance of the load.
运算放大器LM321、三极管D313F、R2及Re组成负反馈放大电路，其中：Operational amplifier LM321, transistor D313F, R 2 and Re form a negative feedback amplifier circuit, in which:
Re＝R4R5/(R4+R5)R e =R 4 R 5 /(R 4 +R 5 )
由于运算放大器的输入阻抗及放大倍数较高，R1中流过的电流很小，运算放大器输入管脚pin4与pin5可认为等电压，并且电压为输入信号电压Ui。管脚pin4输入阻抗较高，故电阻Re上电压同样为Ui。因此，流过电阻Re的电流为：Due to the high input impedance and magnification factor of the operational amplifier, the current flowing through R 1 is very small, and the input pins pin4 and pin5 of the operational amplifier can be regarded as equal voltages, and the voltage is the input signal voltage U i . The input impedance of the pin pin4 is relatively high, so the voltage on the resistor R e is also U i . Therefore, the current flowing through the resistor Re is:
Ie＝Ui/Re I e =U i /R e
令流过负载ZL电流为Ic，三极管电流放大倍数为A，则：Let the current flowing through the load ZL be I c , and the amplification factor of the triode current be A, then:
Ic＝A(Ie-Ic)I c =A(I e -I c )
将式(6-4)代入式(6-5)得流过负载的电流为：Substituting formula (6-4) into formula (6-5), the current flowing through the load is:
所选用的三极管电流放大倍数约100，电阻R4、R5阻值均为10Ω，则Ic近似为：The current magnification of the selected triode is about 100, and the resistance values of resistors R 4 and R 5 are both 10Ω, then I c is approximated as:
考虑到半主动悬挂应有两个共振峰，将路面输入分为5个频段，建立以下控制规则：Considering that the semi-active suspension should have two formants, the road input is divided into 5 frequency bands, and the following control rules are established:
(1)低频区(0.1～1Hz)。该频段受悬挂刚度和阻尼影响不大，为保证乘坐舒适性，将定位阀输入电压U1设为0v(此时，定位控制阀处于全开状态，空气弹簧与附加气室之间的节流孔开度为10mm，悬挂刚度最小)；磁流变减振器励磁电流I1设为0A(此时，减振器提供的阻尼处于最小值)；(1) Low frequency area (0.1 ~ 1Hz). This frequency band is not greatly affected by suspension stiffness and damping. In order to ensure ride comfort, the input voltage U1 of the positioning valve is set to 0v (at this time, the positioning control valve is fully open, and the throttling between the air spring and the additional air chamber The opening of the hole is 10mm, and the suspension stiffness is the minimum); the excitation current I1 of the magneto-rheological shock absorber is set to 0A (at this time, the damping provided by the shock absorber is at the minimum);
(2)低频共振区(1～2Hz)。该频段，保持定位阀输入电压U2为5v(此时，定位控制阀处于半开状态，空气弹簧与附加气室之间的节流孔开度为5mm，悬挂刚度适中)，磁流变减振器励磁电流I2设为0.5A(此时，悬挂阻尼加大)；(2) Low frequency resonance area (1 ~ 2Hz). In this frequency band, keep the input voltage U2 of the positioning valve at 5v (at this time, the positioning control valve is in a half-open state, the opening of the orifice between the air spring and the additional air chamber is 5mm, and the suspension stiffness is moderate), and the magneto-rheological The vibrator excitation current I 2 is set to 0.5A (at this time, the suspension damping is increased);
(3)中间频段(2～10Hz)。该频段减小阻尼有利于降低车身加速度和轮胎动载荷。保持定位阀输入电压U3为5v，磁流变减振器励磁电流I3设为1A(此时，悬挂阻尼进一步加大)；(3) Intermediate frequency band (2~10Hz). Reduced damping in this frequency band is beneficial to reduce vehicle body acceleration and tire dynamic load. Keep the input voltage U 3 of the positioning valve at 5v, and the excitation current I 3 of the magneto-rheological shock absorber is set at 1A (at this time, the suspension damping is further increased);
(4)高频共振区(10～20Hz)。该频段可增大悬挂刚度，有利于减低轮胎动载荷，同时适当增加阻尼，但阻尼不宜过大，避免车身加速度的增加。因此，将定位阀输入电压U4设为10v(此时，定位控制阀处于全闭状态，空气弹簧与附加气室之间的节流孔开度为0mm，悬挂刚度最大)；磁流变减振器励磁电流I4设为1.2A(此时，悬挂阻尼进一步加大)；(4) High-frequency resonance area (10-20Hz). This frequency band can increase the suspension stiffness, which is beneficial to reduce the tire dynamic load, and at the same time increase the damping appropriately, but the damping should not be too large to avoid the increase of the vehicle body acceleration. Therefore, set the positioning valve input voltage U 4 to 10v (at this time, the positioning control valve is in a fully closed state, the orifice opening between the air spring and the additional air chamber is 0mm, and the suspension stiffness is the largest); The vibrator excitation current I 4 is set to 1.2A (at this time, the suspension damping is further increased);
根据上述控制规则，建立的控制流程如图5所示。According to the above control rules, the established control flow is shown in Figure 5.
为了对控制前、后的平顺性进行评价，在不同激励频率下进行了被动悬挂和半主动悬挂的台架正弦振动试验，分别获得簧上质量响应加速度、响应位移和悬挂动载荷，比较两种类型悬挂下的以上指标，对悬挂性能进行评价。图6～8所示为不同激励频率下，两种悬挂下的垂向振动响应比较。为了从数值上更精确的比较，对试验数据进行相应处理，得到被动悬挂与半主动悬挂的响应加速度均方根值、位移传递率和最大动载荷，如下表1～3所示。In order to evaluate the smoothness before and after the control, the sinusoidal vibration test of passive suspension and semi-active suspension was carried out under different excitation frequencies, and the response acceleration, response displacement and suspension dynamic load of the sprung mass were obtained respectively, and the two methods were compared. The above indicators under the type of suspension are used to evaluate the suspension performance. Figures 6 to 8 show the comparison of the vertical vibration responses of the two suspensions under different excitation frequencies. In order to make a more accurate numerical comparison, the test data are processed accordingly to obtain the root mean square value of the response acceleration, the displacement transfer rate and the maximum dynamic load of the passive suspension and the semi-active suspension, as shown in Tables 1-3 below.
表1响应加速度均方根值(m/s2)Table 1 RMS value of response acceleration (m/s 2 )
表2位移传递率Table 2 Displacement transfer rate
表3最大动载荷(kN)Table 3 Maximum dynamic load (kN)
比较图6～8及表1～3中被动空气悬挂和半主动空气悬挂各性能指标可以看出，在1Hz～2Hz的共振区域，半主动悬挂使得各性能指标在任一频率点均得到有效降低，尤其在共振点1.6Hz时，各指标降低最明显，相比被动悬挂，加速度均方根值、位移传递率及动载荷的降低率分别达到87％、84％及16％，而对于共振区内其它频率点，其越接近共振点，该点性能指标的降低率越大，在1.2Hz与1.7Hz的激励频率下，加速度均方根值分别减小了27％、73％，位移传递率分别减小了31％、74％，最大动载荷减小了2.5％及8％。而在非共振区域，各性能指标变化不大，激励频率为2.5Hz时，加速度均方根值与位移传递率分别降低了6％与4％，动载荷略有增大。Comparing the performance indicators of passive air suspension and semi-active air suspension in Figures 6-8 and Tables 1-3, it can be seen that in the resonance region of 1Hz-2Hz, semi-active suspension can effectively reduce all performance indicators at any frequency point, Especially when the resonance point is 1.6Hz, the reduction of each index is the most obvious. Compared with the passive suspension, the reduction rate of the root mean square value of acceleration, displacement transfer rate and dynamic load reaches 87%, 84% and 16% respectively, while for the resonance area For other frequency points, the closer it is to the resonance point, the greater the reduction rate of the performance index at this point. Under the excitation frequency of 1.2Hz and 1.7Hz, the root mean square value of acceleration is reduced by 27% and 73% respectively, and the displacement transfer rate is respectively Reduced by 31%, 74%, the maximum dynamic load decreased by 2.5% and 8%. In the non-resonant region, the performance indexes change little. When the excitation frequency is 2.5Hz, the root mean square value of acceleration and displacement transmission rate decrease by 6% and 4% respectively, and the dynamic load increases slightly.
需要说明的是，以上只是为了进一步说明本发明的内容，但不应理解为对本发明的限制。在不背离本发明精神和实质的情况下，对本发明方法、步骤或条件所作的修改或替换，均属于本发明的范围。It should be noted that the above is only for further illustrating the content of the present invention, but should not be construed as limiting the present invention. Without departing from the spirit and essence of the present invention, any modifications or substitutions made to the methods, steps or conditions of the present invention fall within the scope of the present invention.
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Application publication date: 20190913 |