CN113619346A - Control method, device and system of magneto-rheological semi-active suspension - Google Patents

Control method, device and system of magneto-rheological semi-active suspension Download PDF

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CN113619346A
CN113619346A CN202110910599.2A CN202110910599A CN113619346A CN 113619346 A CN113619346 A CN 113619346A CN 202110910599 A CN202110910599 A CN 202110910599A CN 113619346 A CN113619346 A CN 113619346A
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road surface
magneto
control strategy
active suspension
vehicle
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CN113619346B (en
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李文飞
李慧云
石印洲
林定方
潘仲鸣
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Shenzhen Institute of Advanced Technology of CAS
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Shenzhen Institute of Advanced Technology of CAS
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Priority to PCT/CN2021/137802 priority patent/WO2023015796A1/en
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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
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The application is applicable to the technical field of vehicle control, and provides a control method, a device and a system of a magneto-rheological semi-active suspension, wherein the control method of the magneto-rheological semi-active suspension comprises the following steps: acquiring motion information of a vehicle and road surface information in front of the vehicle in running; determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information; determining a target damping force according to a target control strategy and the motion information; sending a target instruction signal to the magneto-rheological semi-active suspension; the target instruction signal is used for instructing a magneto-rheological shock absorber in the magneto-rheological semi-active suspension to adjust the damping force to a target damping force. The method has the advantages that the road information in front of the running vehicle is obtained, the road information is collected in advance, sufficient time is guaranteed for analysis and calculation of the vehicle, and the problem of hysteresis existing in vehicle control is solved. And determining a target control strategy of the vehicle according to the road surface information, ensuring that the vehicle is controlled by adopting a proper target control strategy, and improving the stability of vehicle control.

Description

Control method, device and system of magneto-rheological semi-active suspension
Technical Field
The application belongs to the technical field of vehicle control, and particularly relates to a control method, device and system of a magneto-rheological semi-active suspension.
Background
Development of magnetorheological semi-active suspensions has been under development for nearly half a century, and scientists in various countries have carried out a great deal of research work on magnetorheological shock absorbers and application techniques thereof for many years. The magnetorheological fluid is a suspension formed by mixing tiny soft magnetic particles with high magnetic conductivity and low magnetic hysteresis and non-magnetic conductive liquid, can realize the form transformation from fluid to viscoelastic solid under the action of a magnetic field, and has rapid and reversible form transformation. The magneto-rheological suspension is a magneto-rheological shock absorber which is manufactured by adjusting the magnitude of an applied magnetic field to control the damping magnitude by utilizing the principle that the magneto-rheological fluid can be quickly and reversibly converted from Newtonian fluid with good fluidity into plastic solid with yield strength and low fluidity within millisecond time under the action of the external magnetic field.
Most of conventional semi-active suspension control strategies are that a sensor acquires a vehicle running state signal, and a controller makes an adjusting action after analyzing the running state signal, so that control has hysteresis, and system stability is reduced.
Disclosure of Invention
The embodiment of the application provides a control method, a device and a system of a magneto-rheological semi-active suspension, which can solve the problem of hysteresis in the control of the semi-active suspension.
In a first aspect, an embodiment of the present application provides a method for controlling a magnetorheological semi-active suspension, including:
acquiring motion information of a vehicle and road surface information in front of the vehicle, wherein the road surface information is used for reflecting the road surface condition of the road surface in front of the vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information;
determining a target damping force according to the target control strategy and the motion information;
and controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
In one possible implementation manner of the first aspect, the determining the target control strategy of the magnetorheological semi-active suspension according to the road surface information includes:
under the condition that the elevation measurement value is smaller than a preset elevation value, determining a first control strategy as the target control strategy, wherein the first control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the acceleration of the vehicle in the vertical direction and the relative speed of the magneto-rheological semi-active suspension;
and under the condition that the elevation measurement value is greater than or equal to the preset elevation value, determining a second control strategy as the target control strategy, wherein the second control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the vertical acceleration of the vehicle body, the pitch angle acceleration and the roll acceleration.
In one possible implementation manner of the first aspect, the motion information includes a first speed, a second speed and a first acceleration, wherein the first speed is a speed of a tire of the vehicle in a vertical direction of an inertial coordinate system, the second speed is a speed of a joint of the magnetorheological semi-active suspension and the vehicle body in the vertical direction of the inertial coordinate system, and the first acceleration is an acceleration of the vehicle in the vertical direction;
when the target control strategy is the first control strategy, determining a target damping force according to the target control strategy and the motion information includes:
determining the target damping force as a function of the first velocity, the second velocity, and the first acceleration using the first control strategy.
In one possible implementation manner of the first aspect, the target damping force satisfies the following formula:
Figure BDA0003203416180000021
wherein, FMixedIn order to achieve the target damping force,
Figure BDA0003203416180000022
in order to be said first speed, the speed of the motor is,
Figure BDA0003203416180000023
in order to be said second speed, the speed of the motor is,
Figure BDA0003203416180000024
in order to be said first acceleration, the acceleration is,
Figure BDA0003203416180000025
is the relative speed of the magnetorheological semi-active suspension, cmaxIs the maximum damping coefficient of the magnetorheological damper, cminIs the minimum damping coefficient of the magnetorheological damper, a2Is a handover parameter.
In one possible implementation manner of the first aspect, the motion information includes a vehicle body vertical acceleration, a pitch angle acceleration, and a roll acceleration;
when the target control strategy is the second control strategy, the determining the target control strategy of the magneto-rheological semi-active suspension according to the road surface information comprises the following steps:
determining the target damping force from the body vertical acceleration, the pitch angle acceleration, and the roll acceleration using the second control strategy.
In one possible implementation manner of the first aspect, the target damping force satisfies the following formula:
Figure BDA0003203416180000031
wherein, FaIn order to achieve the target damping force,
Figure BDA0003203416180000032
in order to obtain the vertical acceleration of the vehicle body,
Figure BDA0003203416180000033
for the purpose of the pitch angular acceleration,
Figure BDA0003203416180000034
is the roll acceleration, q1Is a weight parameter of the vertical acceleration of the vehicle body, q2Is a weight parameter of the pitch angular acceleration, q3Is a weighting parameter for the roll acceleration.
In a second aspect, an embodiment of the present application provides a control system for a magnetorheological semi-active suspension, including a motion acquisition device, a road surface acquisition device, and a controller, where the motion acquisition device and the road surface acquisition device are both electrically connected to the controller, and the controller is further in communication with the magnetorheological semi-active suspension;
the road surface acquisition device is used for acquiring road surface information in front of the running vehicle and transmitting the road surface information to the controller; the road surface information is used for reflecting the road surface condition of the road surface in front of the running vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
the motion acquisition device is used for acquiring motion information of the vehicle and transmitting the motion information to the controller;
the controller is configured to: the motion information and the road surface information are acquired, a target control strategy of the magneto-rheological semi-active suspension is determined according to the road surface information, a target damping force is determined according to the target control strategy and the motion information, and the magneto-rheological semi-active suspension is controlled to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
In a third aspect, an embodiment of the present application provides a control device for a magnetorheological semi-active suspension, including:
the acquisition module is used for acquiring motion information of a vehicle and road surface information in front of the vehicle, wherein the road surface information is used for reflecting the road surface condition of the road surface in front of the vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
the strategy determining module is used for determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information;
the target damping force determining module is used for determining a target damping force according to the target control strategy and the motion information;
and the control module is used for controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
In a fourth aspect, an embodiment of the present application provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the method according to any one of the first aspect when executing the computer program.
In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the computer program implements the method of any one of the first aspect.
In a sixth aspect, the present application provides a computer program product, which when run on a terminal device, causes the terminal device to perform the method of any one of the above first aspects.
Compared with the prior art, the embodiment of the application has the advantages that:
the motion information of the vehicle and the road surface information in front of the vehicle are obtained firstly, and the road surface information is used for reflecting the road surface condition in front of the vehicle, and different control strategies of the magneto-rheological semi-active suspension are corresponding to different road surface conditions. Therefore, the target control strategy of the magneto-rheological semi-active suspension is determined according to the road surface information, and different road surfaces can adopt control strategies of different magneto-rheological semi-active suspension control modes. And then, determining a target damping force for the magneto-rheological shock absorber in the magneto-rheological semi-active suspension according to a target control strategy suitable for the road surface condition and the motion information of the vehicle, and finally controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force. The application realizes the collection of the road information in advance by acquiring the road information in front of the running vehicle so as to ensure that the vehicle has sufficient time to carry out analysis and calculation and solve the problem of hysteresis of vehicle control. And determining a target control strategy of the vehicle according to the road surface information, ensuring that the magnetorheological semi-active suspension is controlled by adopting a proper target control strategy, and improving the stability of vehicle control.
It is understood that the beneficial effects of the second to sixth aspects can be seen from the description of the first aspect, and are not described herein again.
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In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic structural diagram of a control system of a magnetorheological semi-active suspension according to an embodiment of the present application;
FIG. 2 is a schematic flow chart illustrating a method for controlling a magnetorheological semi-active suspension according to an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a control device of a magnetorheological semi-active suspension according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a terminal device according to an embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It should also be understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
As used in the specification of this application and the appended claims, the term "if" may be interpreted contextually as "when …" or "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
Furthermore, in the description of the present application and the appended claims, the terms "first," "second," "third," and the like are used for distinguishing between descriptions and not necessarily for describing or implying relative importance.
Reference throughout this specification to "one embodiment" or "some embodiments," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," or the like, in various places throughout this specification are not necessarily all referring to the same embodiment, but rather "one or more but not all embodiments" unless specifically stated otherwise. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless expressly specified otherwise.
Fig. 1 shows a schematic structural diagram of a control system of a magnetorheological semi-active suspension according to an embodiment of the present application. Referring to fig. 1, the control system of the magnetorheological semi-active suspension comprises a motion acquisition device 20, a road surface acquisition device 10 and a controller 30, wherein the motion acquisition device 20 and the road surface acquisition device 10 are electrically connected with the controller 30, and the controller 30 is further communicated with the magnetorheological semi-active suspension 40.
Specifically, the road surface collection device 10 is configured to collect road surface information in front of the vehicle, and transmit the road surface information to the controller 30. The road surface collecting device 10 may select a radar or an image collector to collect the road surface information. The road surface information is used to reflect a road surface condition of the road surface, such as a degree of undulation of the road surface. For example, the elevation information of the road surface can be collected, and the road surface fluctuation condition information can be obtained through the elevation information, so that the specific road condition in front of the vehicle in running can be judged. The road surface collection device 10 may be generally deployed on the roof of a vehicle to enable collection of road surface information ahead of the vehicle.
The motion collection device 20 is used to collect motion information of the vehicle and transmit the motion information of the vehicle to the controller 30. The motion acquisition device 20 is a sensor mounted on the vehicle, and can acquire motion information such as the running speed, the acceleration, the vehicle posture, and the like of the vehicle.
The controller 30 is configured to acquire the motion information and the road surface information, determine a target control strategy of the vehicle according to the road surface information, determine a target damping force according to the target control strategy and the motion information, and control the magnetorheological semi-active suspension to adjust the damping force of the magnetorheological shock absorber to the target damping force.
The road information in front of the running vehicle is collected, so that the road information is collected in advance, the vehicle is ensured to have sufficient time to analyze and calculate, and the problem of hysteresis existing in vehicle control is solved. And determining a target control strategy of the vehicle according to the road surface information, ensuring that the magnetorheological semi-active suspension is controlled by adopting a proper target control strategy, and improving the stability of vehicle control.
Fig. 2 is a schematic flow chart illustrating a control method of a magnetorheological semi-active suspension according to an embodiment of the present application. Referring to fig. 2, the method for controlling the magnetorheological semi-active suspension includes steps S201 to S204. Steps S201 to S204 in the embodiment of the present application may be implemented by the controller 30 shown in fig. 1.
Step S201, obtaining motion information of a vehicle and road surface information in front of the vehicle, wherein the road surface information is used for reflecting the road surface condition of the road surface in front of the vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different.
Specifically, the motion information may be acquired by various sensors installed on the vehicle, and the motion information includes information such as a traveling speed, an acceleration, and a vehicle posture of the vehicle. The road surface information can be acquired by a radar or an image collector.
In one embodiment of the present application, the road surface information is information of a target range road surface, a distance between a center point of the target range road surface and the vehicle is a preset distance, and the preset distance is determined according to a current driving speed of the vehicle. The faster the current running speed of the vehicle is, the larger the preset distance is, and the slower the current running speed of the vehicle is, the smaller the preset distance is, so that the condition that the road information in a proper range can be collected is ensured, when the vehicle runs to the road in a target range, the vehicle just completes the adjustment of the magneto-rheological semi-active suspension, and the accuracy of vehicle control is improved.
And S202, determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information.
Specifically, a corresponding target control strategy is determined according to different road surface information, so that the magnetorheological semi-active suspension is controlled by adopting a proper target control strategy, and the stability and the accuracy of vehicle control are improved.
And step S203, determining a target damping force according to the target control strategy and the motion information.
Specifically, after the target control strategy is determined, the target damping force is determined according to the target control strategy and the motion information.
And step S204, controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to be the target damping force.
Specifically, after the target damping force is determined, the controller generates a corresponding current signal according to the target damping force, and the current signal is loaded on the magnetorheological shock absorber, so that the damping force of the magnetorheological shock absorber is adjusted to the target damping force, the adaptive adjustment of the magnetorheological semi-active suspension is realized, and the running stability of the vehicle is improved.
In one embodiment of the present application, the road surface information includes elevation measurement values, and step S202 includes step S2021 and step S2022.
S2021, determining a first control strategy as a target control strategy under the condition that the elevation measurement value is smaller than a preset elevation value.
S2022, determining a second control strategy as a target control strategy when the elevation measurement value is greater than or equal to the preset elevation value.
Specifically, the elevation refers to the distance from a certain point to an absolute base plane along the direction of a plumb line, and an elevation measurement value can reflect the undulation condition information of the road surface. When the elevation measurement value is greater than or equal to the preset elevation value, the undulation of the road surface is large, the road surface belongs to an impact road surface, and a second control strategy is adopted as a target control strategy (for example, a nonlinear model prediction control strategy). When the elevation measurement value is smaller than the preset elevation value, the road surface is smooth and belongs to a conventional road surface, and a first control strategy (for example, a ceiling damping acceleration hybrid control strategy) is adopted as a target control strategy.
By analyzing the road elevation information and determining corresponding control strategies for different types of roads, the control precision of the magneto-rheological semi-active suspension can be improved, and the stability of vehicle control is improved.
It should be noted that, the designer may set the specific value of the preset elevation value according to the actual situation. For example, when the preset elevation value is set to 2cm, and when the detected elevation measurement value is greater than or equal to 2cm, the road surface at that time is regarded as an impact road surface, and the second control strategy is adopted as the target control strategy. And when the detected elevation measurement value is less than 2cm, the road surface at the moment is regarded as a conventional road surface, and the first control strategy is adopted as a target control strategy.
In one embodiment of the present application, the motion information includes a first velocity, a second velocity and a first acceleration, wherein the first velocity is a velocity of the tire in a direction perpendicular to the inertial frame, the second velocity is a velocity of the suspension and body joint in a direction perpendicular to the inertial frame, and the first acceleration is an acceleration of the vehicle in the perpendicular direction. When the target control strategy is the first control strategy, step S203 includes:
and calculating the target damping force according to the first speed, the second speed and the first acceleration by using a first control strategy.
Illustratively, the first control strategy is a ceiling damping acceleration hybrid control strategy, and under the condition of a conventional road surface, when the excitation frequency of the road surface is low frequency, the ceiling damping control strategy is adopted to realize the stable control of the vehicle; when the excitation frequency of the road surface is high frequency, the stable control of the vehicle can be realized by adopting an acceleration damping control strategy. The application adopts the ceiling damping acceleration hybrid control strategy to the conventional road surface, and when the excitation frequency of the road surface is low frequency or high frequency, the stability control of the vehicle can be realized.
Illustratively, the target damping force is calculated by the formula:
Figure BDA0003203416180000091
wherein, FMixedIn order to target the damping force,
Figure BDA0003203416180000092
in order to be at the first speed, the speed of the motor is set to be,
Figure BDA0003203416180000093
in order to be at the second speed, the speed of the motor is set to be,
Figure BDA0003203416180000094
is the relative speed of the magneto-rheological semi-active suspension,
Figure BDA0003203416180000095
is a first acceleration, cmaxIs the maximum damping coefficient of the magnetorheological damper, cminIs the minimum damping coefficient of the magnetorheological damper, a2Is a handover parameter. Wherein the handover parameter a2And setting according to the parameters of the vehicle and the damping characteristic of the magneto-rheological semi-active suspension.
In one embodiment of the present application, the motion information includes body vertical acceleration, pitch acceleration, and roll acceleration. When the target control strategy is the second control strategy, step S203 includes:
and calculating to obtain the target damping force according to the vertical acceleration, the pitch angle acceleration and the roll acceleration of the vehicle body by using a second control strategy.
For example, the second control strategy is a nonlinear model predictive control strategy, and in the case that the road surface is an impact road surface, the undulation height of the road surface is large, and the vehicle can greatly shake. At the moment, the optimal damping force can be calculated by adopting a nonlinear model predictive control strategy so as to control each magneto-rheological semi-active suspension, ensure the stable running of the vehicle and provide the riding comfort of the vehicle.
Illustratively, the target damping force is calculated by the formula:
Figure BDA0003203416180000101
wherein, FaIn order to target the damping force,
Figure BDA0003203416180000102
the vertical acceleration of the vehicle body is taken as the acceleration,
Figure BDA0003203416180000103
for the purpose of pitch angular acceleration,
Figure BDA0003203416180000104
as roll acceleration, q1As weight parameter of vertical acceleration of the vehicle body, q2As weighting parameter of pitch angular acceleration, q3Is a weighting parameter for roll acceleration.
In the process of target dampingWhen calculating the force, the vertical acceleration of the vehicle body is required
Figure BDA0003203416180000105
Acceleration of pitch angle
Figure BDA0003203416180000106
And roll acceleration
Figure BDA0003203416180000107
Constraints are made to determine the optimal damping force. Specifically, the constraint formula includes:
Figure BDA0003203416180000108
Figure BDA0003203416180000109
Figure BDA00032034161800001010
U＝[u1,u2,u3,u4]T
W＝[hr1,hr2,hr3,hr4]T
wherein the content of the first and second substances,
Figure BDA00032034161800001011
is a state constraint equation, wherein the state X includes the vertical height Z of the vehicle bodypoPitch angle theta, roll angle theta
Figure BDA00032034161800001012
Vertical speed of vehicle body
Figure BDA00032034161800001013
Pitch angular velocity
Figure BDA00032034161800001014
Speed of roll angle
Figure BDA00032034161800001015
Height h of four tires in the direction perpendicular to the inertial coordinate systemu1、hu2、hu3、hu4Speed of movement of four tires in the direction perpendicular to the inertial frame
Figure BDA00032034161800001016
The control of the nonlinear model predictive control strategy comprises the control of damping force U ═ U of four magneto-rheological semi-active suspensions1,u2,u3,u4]T。
Figure BDA00032034161800001017
The maximum damping force and the minimum damping force corresponding to the four magneto-rheological semi-active suspensions. Elevation information W ═ u for road surface corresponding to each tire position1,u2,u3,u4]TThe elevation information can be obtained through laser radar measurement when the vehicle is considered as interference, and the laser radar can measure the road surface in front of the vehicle, so that the vehicle can be sensed in advance, sufficient time is provided for nonlinear model predictive control strategy control to calculate the optimal damping force, each magneto-rheological semi-active suspension is controlled, the stable control of the vehicle is realized, and the riding comfort of the vehicle is improved.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
Fig. 3 is a schematic structural diagram illustrating a control device of a magnetorheological semi-active suspension according to an embodiment of the present application. Referring to fig. 3, the control device of the magnetorheological semi-active suspension comprises:
the acquiring module 31 is configured to acquire motion information of a vehicle and road surface information in front of the vehicle, where the road surface information is used to reflect a road surface condition of a road surface in front of the vehicle, and control strategies of the magnetorheological semi-active suspension corresponding to different road surface conditions are different;
the strategy determining module 32 is used for determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information;
a target damping force determination module 33, configured to determine a target damping force according to the target control strategy and the motion information;
and the control module 34 is used for controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
In one embodiment of the present application, the road surface information includes elevation measurements, and the strategy determination module 32 includes:
the first control strategy determining unit is used for determining a first control strategy as the target control strategy under the condition that the elevation measurement value is smaller than a preset elevation value, wherein the first control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the acceleration of the vehicle in the vertical direction and the relative speed of the magneto-rheological semi-active suspension;
and the second control strategy determination unit is used for determining a second control strategy as the target control strategy under the condition that the elevation measurement value is greater than or equal to the preset elevation value, wherein the second control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the vertical acceleration of the vehicle body, the pitch angle acceleration and the roll acceleration.
In one embodiment of the present application, the motion information includes a first speed, a second speed and a first acceleration, wherein the first speed is a speed of a tire of the vehicle in a vertical direction of an inertial coordinate system, the second speed is a speed of a joint of the magneto-rheological semi-active suspension and a vehicle body in the vertical direction of the inertial coordinate system, and the first acceleration is an acceleration of the vehicle in the vertical direction;
when the target control strategy is the first control strategy, the target damping force determination module 33 includes:
a first target damping force determination unit to determine the target damping force from the first velocity, the second velocity, and the first acceleration using the first control strategy.
In one embodiment of the present application, the target damping force satisfies the following formula:
Figure BDA0003203416180000121
wherein, FMixedIn order to achieve the target damping force,
Figure BDA0003203416180000122
in order to be said first speed, the speed of the motor is,
Figure BDA0003203416180000123
in order to be said second speed, the speed of the motor is,
Figure BDA0003203416180000124
in order to be said first acceleration, the acceleration is,
Figure BDA0003203416180000125
is the relative speed of the magnetorheological semi-active suspension, cmaxIs the maximum damping coefficient of the magnetorheological damper, cminIs the minimum damping coefficient of the magnetorheological damper, a2Is a handover parameter.
In one embodiment of the present application, the motion information includes a vehicle body vertical acceleration, a pitch angle acceleration, and a roll acceleration;
when the target control strategy is the second control strategy, the target damping force determination module 33 includes:
a second target damping force determination unit for determining the target damping force from the body vertical acceleration, the pitch angle acceleration, and the roll acceleration using the second control strategy.
In one embodiment of the present application, the target damping force satisfies the following formula:
Figure BDA0003203416180000126
wherein, FaIn order to achieve the target damping force,
Figure BDA0003203416180000127
in order to obtain the vertical acceleration of the vehicle body,
Figure BDA0003203416180000128
for the purpose of the pitch angular acceleration,
Figure BDA0003203416180000129
is the roll acceleration, q1Is a weight parameter of the vertical acceleration of the vehicle body, q2Is a weight parameter of the pitch angular acceleration, q3Is a weighting parameter for the roll acceleration.
For the sake of illustration, the contents of information interaction, execution process, and the like between the above devices/units are based on the same concept, and specific functions and technical effects thereof are referred to in the method embodiment section specifically, and are not described herein again.
In addition, the control device of the magnetorheological semi-active suspension shown in fig. 3 may be a software unit, a hardware unit, or a combination of software and hardware unit that is built in the existing terminal device, may be integrated into the terminal device as an independent pendant, or may exist as an independent terminal device.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
Fig. 4 is a schematic structural diagram of a terminal device according to an embodiment of the present application. As shown in fig. 4, the terminal device 4 of this embodiment may include: at least one processor 40 (only one processor 40 is shown in fig. 4), a memory 41, and a computer program 42 stored in the memory 41 and executable on the at least one processor 40, wherein the processor 40 executes the computer program 42 to implement the steps in any of the various method embodiments described above, such as the steps S201 to S204 in the embodiment shown in fig. 2. Alternatively, the processor 40, when executing the computer program 42, implements the functions of the modules/units in the above-described device embodiments, such as the functions of the modules 31 to 34 shown in fig. 3.
Illustratively, the computer program 42 may be partitioned into one or more modules/units that are stored in the memory 41 and executed by the processor 40 to implement the present invention. The one or more modules/units may be a series of instruction segments of the computer program 42 capable of performing specific functions, which are used to describe the execution process of the computer program 42 in the terminal device 4.
The terminal device 4 may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will appreciate that fig. 4 is merely an example of the terminal device 4, and does not constitute a limitation of the terminal device 4, and may include more or less components than those shown, or combine some components, or different components, such as an input-output device, a network access device, and the like.
The Processor 40 may be a Central Processing Unit (CPU), and the Processor 40 may be other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 41 may in some embodiments be an internal storage unit of the terminal device 4, such as a hard disk or a memory of the terminal device 4. In other embodiments, the memory 41 may also be an external storage device of the terminal device 4, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), or the like provided on the terminal device 4. Further, the memory 41 may also include both an internal storage unit and an external storage device of the terminal device 4. The memory 41 is used for storing an operating system, an application program, a Boot Loader (Boot Loader), data, and other programs, such as program codes of the computer program 42. The memory 41 may also be used to temporarily store data that has been output or is to be output.
The present application further provides a computer-readable storage medium, where a computer program 42 is stored, and when the computer program 42 is executed by the processor 40, the steps in the above-mentioned method embodiments may be implemented.
The embodiments of the present application provide a computer program product, which when running on a mobile terminal, enables the mobile terminal to implement the steps in the above method embodiments when executed.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. With this understanding, all or part of the processes in the methods of the embodiments described above can be implemented by the computer program 42 to instruct the relevant hardware, where the computer program 42 can be stored in a computer readable storage medium, and when the computer program 42 is executed by the processor 40, the steps of the methods of the embodiments described above can be implemented. Wherein the computer program 42 comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include at least: any entity or apparatus capable of carrying computer program code to a device, including record media, computer Memory, Read-Only Memory (ROM), Random-Access Memory (RAM), electrical carrier signals, telecommunications signals, and software distribution media. Such as a usb-disk, a removable hard disk, a magnetic or optical disk, etc. In certain jurisdictions, computer-readable media may not be an electrical carrier signal or a telecommunications signal in accordance with legislative and patent practice.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus/network device and method may be implemented in other ways. For example, the above-described apparatus/network device embodiments are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implementing, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.

Claims (10)

1. A control method of a magneto-rheological semi-active suspension is characterized by comprising the following steps:
acquiring motion information of a vehicle and road surface information in front of the vehicle, wherein the road surface information is used for reflecting the road surface condition of the road surface in front of the vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information;
determining a target damping force according to the target control strategy and the motion information;
and controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
2. The method of claim 1, wherein the road surface information comprises elevation measurements, and wherein determining the target control strategy for the magnetorheological semi-active suspension based on the road surface information comprises:
under the condition that the elevation measurement value is smaller than a preset elevation value, determining a first control strategy as the target control strategy, wherein the first control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the acceleration of the vehicle in the vertical direction and the relative speed of the magneto-rheological semi-active suspension;
and under the condition that the elevation measurement value is greater than or equal to the preset elevation value, determining a second control strategy as the target control strategy, wherein the second control strategy is used for adjusting the damping force of the magneto-rheological shock absorber according to the vertical acceleration, the pitch angle acceleration and the roll acceleration of the vehicle body.
3. The method of claim 2, wherein the motion information comprises a first velocity, a second velocity and a first acceleration, wherein the first velocity is a velocity of a tire of the vehicle in a direction perpendicular to an inertial frame, the second velocity is a velocity of a joint of the magnetorheological semi-active suspension and a vehicle body in a direction perpendicular to the inertial frame, and the first acceleration is an acceleration of the vehicle in the perpendicular direction;
when the target control strategy is the first control strategy, determining a target damping force according to the target control strategy and the motion information includes:
determining the target damping force as a function of the first velocity, the second velocity, and the first acceleration using the first control strategy.
4. The method of controlling a magnetorheological semi-active suspension according to claim 3, wherein the target damping force satisfies the following equation:
Figure FDA0003203416170000021
wherein, FMixedIn order to achieve the target damping force,
Figure FDA0003203416170000022
in order to be said first speed, the speed of the motor is,
Figure FDA0003203416170000023
in order to be said second speed, the speed of the motor is,
Figure FDA0003203416170000024
in order to be said first acceleration, the acceleration is,
Figure FDA0003203416170000025
is the relative speed of the magnetorheological semi-active suspension, cmaxIs the maximum damping coefficient of the magnetorheological damper, cminIs the minimum damping coefficient of the magnetorheological damper, a2Is a handover parameter.
5. The method of claim 2, wherein the motion information comprises body vertical acceleration, pitch acceleration, and roll acceleration;
when the target control strategy is the second control strategy, the determining the target control strategy of the magneto-rheological semi-active suspension according to the road surface information comprises the following steps:
determining the target damping force from the body vertical acceleration, the pitch angle acceleration, and the roll acceleration using the second control strategy.
6. The method of controlling a magnetorheological semi-active suspension according to claim 5, wherein the target damping force satisfies the following equation:
Figure FDA0003203416170000026
wherein, FaIn order to achieve the target damping force,
Figure FDA0003203416170000027
in order to obtain the vertical acceleration of the vehicle body,
Figure FDA0003203416170000028
for the purpose of the pitch angular acceleration,
Figure FDA0003203416170000029
is the roll acceleration, q1Is a weight parameter of the vertical acceleration of the vehicle body, q2Is a weight parameter of the pitch angular acceleration, q3Is a weighting parameter for the roll acceleration.
7. The control system of the magneto-rheological semi-active suspension is characterized by comprising a motion acquisition device, a road surface acquisition device and a controller, wherein the motion acquisition device and the road surface acquisition device are electrically connected with the controller, and the controller is also communicated with the magneto-rheological semi-active suspension;
the road surface acquisition device is used for acquiring road surface information in front of the running vehicle and transmitting the road surface information to the controller; the road surface information is used for reflecting the road surface condition of the road surface in front of the running vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
the motion acquisition device is used for acquiring motion information of the vehicle and transmitting the motion information to the controller;
the controller is configured to: the motion information and the road surface information are acquired, a target control strategy of the magneto-rheological semi-active suspension is determined according to the road surface information, a target damping force is determined according to the target control strategy and the motion information, and the magneto-rheological semi-active suspension is controlled to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
8. A control device for a magnetorheological semi-active suspension, comprising:
the acquisition module is used for acquiring motion information of a vehicle and road surface information in front of the vehicle, wherein the road surface information is used for reflecting the road surface condition of the road surface in front of the vehicle, and the control strategies of the magneto-rheological semi-active suspension corresponding to different road surface conditions are different;
the strategy determining module is used for determining a target control strategy of the magneto-rheological semi-active suspension according to the road surface information;
the target damping force determining module is used for determining a target damping force according to the target control strategy and the motion information;
and the control module is used for controlling the magneto-rheological semi-active suspension to adjust the damping force of the magneto-rheological shock absorber to the target damping force.
9. A terminal device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the method according to any of claims 1 to 6 when executing the computer program.
10. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1 to 6.
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