Disclosure of Invention
In view of the foregoing drawbacks or shortcomings in the prior art, it is desirable to provide a method, apparatus and medium for adjusting damping of an electromagnetic shock absorber with reference to road conditions.
In a first aspect, the present application provides a method for adjusting damping of an electromagnetic shock absorber referring to road conditions, the shock absorber having a first electromagnetic assembly mounted on a telescopic rod of the shock absorber and a second electromagnetic assembly mounted inside a housing of the shock absorber, the first electromagnetic assembly and the second electromagnetic assembly being arranged in a telescopic direction of the telescopic rod, the method comprising:
continuously acquiring a road surface type by taking a first set time interval as a period, wherein the road surface type comprises the concave-convex degree of a vehicle running road surface;
Inquiring a first database according to the road surface type to obtain a first current gain, wherein the first database stores the current gain corresponding to each road surface type;
The first control current is used for controlling the first electromagnetic component to generate a magnetic field, and the second control current is used for controlling the second electromagnetic component to generate a magnetic field so as to generate a first acting force between the first electromagnetic component and the second electromagnetic component, wherein the first acting force is used for adjusting the damping of the shock absorber;
Outputting the first control current to a first electromagnetic component and outputting the second control current to a second current component.
According to the technical scheme provided by the embodiment of the application, the specific steps of obtaining the first control current and the second control current according to the first current gain calculation include:
obtaining rated current of a first electromagnetic assembly, obtaining a first rated current value, and obtaining rated current of a second electromagnetic assembly, obtaining a second rated current value;
Calculating to obtain a first control current according to a first rated current value and the first current gain;
And calculating to obtain a second control current according to the second rated current value and the first current gain.
According to the technical scheme provided by the embodiment of the application, after the step of obtaining the first control current and the second control current according to the first current gain calculation is performed, and before the step of outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component, the method further comprises:
setting the output direction of the first control current as a first current direction;
And searching a second database according to the first current direction to obtain a second current direction of the second electromagnetic assembly, wherein the second current direction is used for enabling the same-name magnetic poles of the second electromagnetic assembly and the first electromagnetic assembly to be arranged oppositely.
According to the technical scheme provided by the embodiment of the application, after the step of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component, the method further comprises the following steps:
Acquiring wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values;
calculating a wheel speed difference according to the first wheel speed values and the wheel speeds of the detected tires;
The method comprises the steps of obtaining scale values of uneven scales on all telescopic rods of a shock absorber at the current moment to obtain a plurality of third scale values;
calculating the average value of the third scale values to obtain an average scale value;
Subtracting the average scale value from the third scale value of the detected tire to obtain a scale difference;
Calculating a second current gain according to the wheel speed difference and the scale difference;
The compensation current is used for additionally generating a second acting force between the first electromagnetic component and the second electromagnetic component, and the second acting force is used for superposing with the first acting force vector to adjust the magnitude of the first acting force;
outputting the compensation current to the first electromagnetic component.
According to the technical scheme provided by the embodiment of the application, the specific calculation process for calculating the wheel speed difference according to the wheel speeds of a plurality of first wheel speed values and the detected tire comprises the following steps:
Calculating an average value of a plurality of first wheel speed values according to the plurality of first wheel speed values to obtain an average wheel speed;
And calculating the difference between the wheel speed of the detected tire and the average wheel speed to obtain the wheel speed difference.
According to the technical scheme provided by the embodiment of the application, after the step of obtaining the compensation current according to the wheel speed calculation is performed, before the step of outputting the compensation current to the first electromagnetic assembly, the method further comprises the following steps:
Judging the positive and negative of the wheel speed difference;
when the wheel speed difference is positive, outputting a first control current to the first electromagnetic component in a first current direction, and outputting a second control current to the second electromagnetic component in a second current direction, so that the first acting force and the second acting force are added in value, and the magnitude of the first acting force is increased;
when the wheel speed difference is a negative value, a first control current is output to the first electromagnetic component in a third current direction, and a second control current is output to the second electromagnetic component in a fourth current direction, so that the first acting force and the second acting force are subtracted in value, and the magnitude of the first acting force is reduced.
According to the technical scheme provided by the embodiment of the application, after the step of obtaining the compensation current according to the wheel speed calculation is performed, before the step of outputting the compensation current to the first electromagnetic assembly, the method further comprises the following steps:
judging whether the added magnitude of the first control current and the compensation current exceeds the peak current of the first electromagnetic component;
And when the added magnitude of the first control current and the compensation current is larger than the peak current of the first electromagnetic component, taking the difference value of the peak current of the first electromagnetic component and the first control current as the final compensation current.
According to the technical scheme provided by the embodiment of the application, after the step of outputting the compensation current to the first electromagnetic component, the method further comprises the following steps:
Obtaining the road surface type of the current period as a first road surface type, and obtaining the road surface type of the previous period as a second road surface type;
Judging whether the first road surface type is the same as the second road surface type;
repeatedly executing the steps of obtaining wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values and outputting the compensation current to a first electromagnetic component when the wheel speeds are the same;
And at different times, repeatedly executing the steps of continuously acquiring the road surface type to output the first control current to the first electromagnetic component and outputting the second control current to the second current component by taking the first set time interval as a period.
In a second aspect, the present application provides a computer device comprising:
The system comprises a memory, a processor and a design program of an electromagnetic shock absorber damping adjustment method for the reference road condition, wherein the design program of the electromagnetic shock absorber damping adjustment method for the reference road condition is stored in the memory and is configured to:
the method for adjusting the damping of the electromagnetic shock absorber with reference to the road conditions is performed.
In a third aspect, the present application provides a storage medium comprising:
The storage medium stores a design program of the electromagnetic shock absorber damping adjustment method of the reference road condition, and when the design program of the electromagnetic shock absorber damping adjustment method of the reference road condition is executed, the design program is used for:
the method for adjusting the damping of the electromagnetic shock absorber with reference to the road conditions is performed.
The application has the beneficial effects that:
The shock absorber is provided with a first electromagnetic component and a second electromagnetic component which are arranged along the telescopic direction of the telescopic rod. The road surface type is obtained by detecting the concave-convex degree of the road surface on which the vehicle runs, a first database is queried to obtain current gain corresponding to the current road surface type, and then a first control current and a second control current are respectively calculated according to the obtained current gain, and the first control current is output to the first electromagnetic assembly and the second control current is output to the second electromagnetic assembly. The first control current is used for controlling the first electromagnetic assembly to generate a magnetic field, the second control current is used for controlling the second electromagnetic assembly to generate a magnetic field, so that a first acting force is generated between the first electromagnetic assembly and the second electromagnetic assembly, and the first acting force is used for adjusting the damping of the shock absorber and reducing the vibration peak value of the vehicle. By the control method, road conditions can be detected in advance in the running process of the vehicle, damping of the shock absorber can be adjusted in advance according to the road surface type, and further vibration of the vehicle body can be reduced under various different road conditions.
Detailed Description
The application is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the application are shown in the drawings.
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. The application will be described in detail below with reference to the drawings in connection with embodiments.
Referring to fig. 1, a schematic structural diagram of a shock absorber is shown, and the specific structure includes:
The shell 7, the bottom of the inner side wall of the shell 7 is provided with a second elastic piece 6 fixedly installed;
The telescopic rod 1 is arranged on the shell 7 and can generate relative motion along the shell 7, one end of the telescopic rod 1 positioned in the shell 7 is fixedly provided with an abutting plate 2, and the abutting plate 2 can generate relative motion along with the telescopic rod 1 in the shell 7;
the first electromagnetic assembly 3 is fixedly arranged on one side, far away from the telescopic rod 1, of the abutting plate 2, and two magnetic poles of the first electromagnetic assembly 3 are arranged in a telescopic direction of the telescopic rod 1;
the second electromagnetic assembly 4 is fixedly connected with one end of the second elastic piece 6, and two magnetic poles of the second electromagnetic assembly 4 are arranged along the telescopic direction of the telescopic rod 1;
and the two ends of the first elastic piece 5 are respectively fixedly connected with the second electromagnetic component 4 and the first electromagnetic component 3.
Working principle of electromagnetic shock absorber:
the first elastic piece and the second elastic piece in the shock absorber are used for generating repulsive force when the vehicle is powered off and supporting the vehicle. In general, a magnetic field with the same-name magnetic poles arranged oppositely is generated between the first electromagnetic component and the second electromagnetic component after rated current is connected, so that repulsive force is generated. The repulsive force between the magnetic fields can be changed by adjusting the current output to the two electromagnetic assemblies, and if the current direction of one side of the electromagnetic assembly is changed, attractive force can be generated between the two electromagnetic assemblies.
Example 1
Referring to fig. 2, a schematic diagram of a damping adjustment method of an electromagnetic shock absorber referring to road conditions according to the present embodiment includes:
s1, continuously acquiring a road surface type by taking a first set time interval as a period, wherein the road surface type comprises the concave-convex degree of a vehicle running road surface;
S2, inquiring a first database according to the road surface types to obtain a first current gain, wherein the first database stores the current gain corresponding to each road surface type;
S3, respectively calculating a first control current and a second control current according to the first current gain, wherein the first control current is used for controlling the first electromagnetic assembly to generate a magnetic field, and the second control current is used for controlling the second electromagnetic assembly to generate a magnetic field so as to generate a first acting force between the first electromagnetic assembly and the second electromagnetic assembly, and the first acting force is used for adjusting the damping of the shock absorber;
S4, outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component.
In some embodiments, the image recognition module 9 recognizes the road condition in front of the driving direction of the vehicle 8 to obtain the image information of the road surface, and outputs the image information to the control module, and the control module performs matching according to all the images included in the road surface type database to recognize the road surface type to which the current image information belongs. And if the similarity between the current image information and the image of one road surface type is higher than 0.8, judging the road surface type of the current image information.
The road surface type database comprises a plurality of images of various road surface types and the concave-convex degree of the road surface of each road surface type.
In some embodiments, the control module is an ECU, the program design of the adjustment method is stored in the ECU of the vehicle, the ECU starts to execute the program of the steps after the ignition of the vehicle is started, and the corresponding step operations include S1-S4.
Specifically, through the scheme of the embodiment, the image recognition module 9 can recognize the road condition in front of the vehicle driving in advance to obtain the road surface information, and perform matching recognition with the road surface type in the road surface type database to obtain the road surface type, further query the first database to obtain the current gain, calculate the first control current through the control module, output the first control current to the first electromagnetic assembly, calculate the second control current to the second electromagnetic assembly. The method is characterized in that the method comprises the steps of firstly identifying, analyzing and calculating before the vehicle runs on the concave-convex road surface, outputting a mode of controlling current to adjust damping of the shock absorber, and adjusting the damping of the shock absorber in advance according to the actual road condition to which the vehicle is about to run.
Specifically, referring to fig. 3, one end in the traveling direction of the vehicle 8 is provided with an image recognition module 9 for detecting the type of road surface in front of the vehicle 8. Taking the road surface type as an example in fig. 3, the image recognition module 9 detects the image information of the tunnel 10. In fig. 3, if the similarity between the image information detected by the image recognition module 9 and the image of the tunnel in the pavement type database reaches 0.85, it is determined that the image information belongs to the tunnel type. The detailed principles and working procedures related to image recognition and similarity calculation belong to the prior art and are not described herein.
In some embodiments, the image recognition module 9 is a radar.
Specifically, the first database includes a plurality of road surface types and current gains required for calculating the control current under each road surface type. As shown in table 1, the first database includes some road surface types and current gains.
TABLE 1 first database
In some embodiments, the first electromagnetic assembly and the second electromagnetic assembly are both electromagnets. When no control current is input, rated current corresponding to the first electromagnetic component and the second electromagnetic component are respectively connected, the output current direction is combined with the winding direction of the coil, and the default homonymous magnetic poles are arranged oppositely under the condition that no control current is input between the first electromagnetic component and the second electromagnetic component, namely the default repulsive force is generated.
Specifically, according to the superposition theorem of currents, currents are switched on in the same direction, so that currents which are superposed with each other are generated, and currents which are switched on in opposite directions are generated, so that currents which are mutually offset are generated. On the basis of switching on the rated current, switching on the control current again additionally can change the rated magnetic field generated by the electromagnetic assembly, when switching on the current, the rated magnetic field is enhanced, and when switching on the reverse current, the rated magnetic field is weakened. The rated magnetic field is the magnetic field generated by the electromagnetic assembly when only the rated current is switched on. The phenomenon can be equivalent to that a magnetic field generated by rated current and a magnetic field generated by control current are mutually overlapped, and further equivalent to that the actual acting force between the first electromagnetic assembly and the second electromagnetic assembly is equal to the vector superposition of the force generated between the rated magnetic fields and the first acting force.
In some embodiments, described in connection with the principles described above, the first force is an interaction force generated by the interaction of the first electromagnetic assembly and the control magnetic field, where the first electromagnetic assembly turns on the first control current and the second electromagnetic assembly turns on the second control current. In this embodiment, the first electromagnetic component and the second electromagnetic component are connected with respective rated currents to generate repulsive force by default, so that the repulsive force generated by default between the first electromagnetic component and the second electromagnetic component can be adjusted by changing the magnitude and the direction of the first acting force.
It is further deduced that the effect of the force between the first electromagnetic assembly and the second electromagnetic assembly directly influences the damping effect of the shock absorber on the vibrations, i.e. the damping effect of the shock absorber on the vibrations. Meanwhile, rated current is a fixed value, so that the repulsive force generated by default can be obtained unchanged. Thus, adjusting the first force may be accomplished by adjusting the damping of the shock absorber.
In summary, the current gain is obtained according to the road surface type by detecting the road condition, so as to calculate and output the control current, and finally, the currents on the first electromagnetic assembly and the second electromagnetic assembly are changed. Meanwhile, the application changes the first acting force by adjusting the current applied to the first electromagnetic component and the second electromagnetic component, thereby adjusting the damping of the shock absorber. Therefore, the damping of the shock absorber is adjusted in advance before the vehicle runs on the concave-convex road surface, the shock absorbing effect is finally improved, and the vibration of the vehicle body is reduced.
In some embodiments, the first set time interval may be set to any one value between 1 and 5 seconds. Because it is necessary to compare whether the types of the front and rear road surfaces are the same or not, in consideration of the vehicle speed, when the vehicle passes through a short uneven road surface quickly in an extreme case, a time of about 1 second is required from the detection of the uneven road surface to the passing through of the uneven road surface at the fastest speed, and thus the first setting time interval may be set to be 1 second at the shortest. The first set time interval of 1 second can improve the sensitivity of detection and adjust the damping of the shock absorber in real time.
In general, the time required for a vehicle with a normal speed to travel from one road surface to another road surface is about 5 seconds, and the longer first set time interval can reduce redundant operation of the control module and improve calculation efficiency.
The embodiment only provides a feasible first setting time interval setting scheme, and the first setting time interval can be set to other values according to the vehicle type and the actual road condition. For example, when detecting urban highways, it can be known that the highways generally have long routes, and the first setting time interval can be appropriately adjusted under the road surface type and can be set to 5 seconds or even 10 seconds, and the distance varies from several kilometers to several tens of kilometers.
For example, when the tire passes through the deceleration strip, the tire continuously passes through a plurality of raised road surfaces in a short time, and at this time, the first set time interval needs to be adjusted to 0.5 seconds.
In summary, the first set time interval may be adjusted according to the road surface type.
Further, the specific step of obtaining the first control current and the second control current according to the first current gain calculation includes:
obtaining rated current of a first electromagnetic assembly, obtaining a first rated current value, and obtaining rated current of a second electromagnetic assembly, obtaining a second rated current value;
Calculating to obtain a first control current according to a first rated current value and the first current gain;
And calculating to obtain a second control current according to the second rated current value and the first current gain.
In some embodiments, the magnitude of the first control current is equal to the magnitude of the first current gain multiplied by the first rated current.
In some embodiments, the magnitude of the second control current is equal to the magnitude of the second current gain multiplied by the second rated current.
Specifically, according to the first current gain, calculating to obtain a first control current by using a formula (I);
(one);
wherein N1 represents a first current gain, I1 represents a first control current, I1 represents a first nominal current value;
(II) the second step;
where N1 denotes a first current gain, I2 denotes a second control current, and I2 denotes a second rated current value.
Further, after the step of obtaining the first control current and the second control current according to the first current gain calculation, and before the step of outputting the first control current to the first electromagnetic component and outputting the second control current to the second current component, the method further includes:
setting the output direction of the first control current as a first current direction;
And searching a second database according to the first current direction to obtain a second current direction of the second electromagnetic assembly, wherein the second current direction is used for enabling the same-name magnetic poles of the second electromagnetic assembly and the first electromagnetic assembly to be arranged oppositely.
In some embodiments, according to the principle of controlling the current to adjust the damping of the shock absorber described above, the output direction of the first control current is set to be the first current direction, and since the repulsive force is generated between the first electromagnetic component and the second electromagnetic component by default, the first acting force is also defined as the repulsive force by default, and at this time, the second database is searched according to the first current direction, so as to obtain the current direction of the corresponding second electromagnetic component when the repulsive force is generated, which is the third current direction.
When the first acting force is defined as suction force, the second database is searched according to the first current direction, and the current direction of the second electromagnetic assembly corresponding to the suction force is obtained as a fourth current direction.
In some embodiments, the output direction of the first control current may be set to be a second current direction, and the first acting force is default to be a repulsive force, and the second database is searched according to the second current direction at this time, so as to obtain a current direction of the second electromagnetic component corresponding to the repulsive force, which is a fourth current direction.
When the first acting force is defined as suction force, the second database is searched according to the first current direction, and the current direction of the second electromagnetic assembly corresponding to the suction force is obtained and is the third current direction.
Specifically, the second database is shown in table 2, wherein the corresponding relation between the current direction and the attraction force or the repulsion force is combined with the winding direction of the electromagnetic assembly coil, and the winding direction is set in advance through a right-hand rule.
Table 2 second database
In some embodiments, the coils of the first electromagnetic assembly and the second electromagnetic assembly are wound in the same direction.
Specifically, by querying the second database, the direction of the control current can be rapidly judged, and the time consumption in the calculation process is reduced. Compared with the mode of acquiring the coil winding direction and then judging the right hand rule, the method has faster response time and higher accuracy, and can still realize the advanced output of control current under the condition that the speed of the vehicle is faster and the response time is shorter.
Further, after the step of outputting the first control current to the first electromagnetic assembly and outputting the second control current to the second electromagnetic assembly, the method further comprises:
Acquiring wheel speeds of all tires at the current moment, and acquiring a plurality of first wheel speed values by detecting the detected tires through a wheel speed sensor;
calculating an average value of the plurality of first wheel speed values to obtain an average wheel speed;
subtracting the average wheel speed from the first wheel speed value of the detected tire to obtain a wheel speed difference;
The method comprises the steps of obtaining scale values of uneven scales on all telescopic rods of a shock absorber at the current moment to obtain a plurality of third scale values;
Calculating the average value of the third scale values to obtain an average scale value;
Subtracting the average scale value from the third scale value of the detected tire to obtain a scale difference;
Calculating a second current gain according to the wheel speed difference and the scale difference;
The compensation current is used for additionally generating a second acting force between the first electromagnetic component and the second electromagnetic component, and the second acting force is used for superposing with the first acting force vector to adjust the magnitude of the first acting force;
outputting the compensation current to the first electromagnetic component.
Specifically, by querying the first database to provide a current gain and outputting a control current, only the damping of the shock absorber can be coarsely adjusted. Because of the differences in road surface between the same road surface types, the above adjustment mode can only greatly reduce the vehicle vibration, and cannot reduce the vehicle vibration to the greatest extent. At this time, when the vehicle travels to the concave-convex road surface, the damping of the shock absorber needs to be adjusted secondarily to adapt to different concave-convex road surfaces so as to reduce the vibration of the vehicle to the greatest extent.
Specifically, when a vehicle runs to the concave-convex road surface, the tire can be abutted against the concave-convex road surface, the actual running distance of the tire is larger than the displacement of the vehicle, the wheel speed is influenced, meanwhile, the vehicle runs into and out of the concave-convex road surface to generate the mutual conversion between gravitational potential energy and kinetic energy, and the vehicle speed is influenced. Therefore, under the influence of various factors, the original linear relation between the vehicle speed and the wheel speed is not strictly met, but still has a positive correlation relation.
At this time, all wheel speeds are detected by the wheel speed sensor, and a wheel speed difference is obtained. The wheel speed difference is utilized to calculate and obtain the compensation current, the compensation current is output to the first electromagnetic assembly, and when the vehicle runs to the concave-convex road surface, the damping of the shock absorber can be adjusted secondarily so as to adapt to different concave-convex road surfaces.
Specifically, according to the above-mentioned superposition theorem of currents, at this time, a compensation current is additionally input to the first electromagnetic component, so that the first electromagnetic component additionally generates a compensation magnetic field, and an additional compensation acting force is generated between the first electromagnetic component and the second electromagnetic component.
At this time, the first electromagnetic component has a rated current, a first control current and a compensation current of the first electromagnetic component, and the second electromagnetic component has a rated current and a second control current of the second electromagnetic component.
The actual acting force between the first electromagnetic component and the second electromagnetic component is equal to the vector superposition of the force generated between the rated magnetic fields and the first acting force and the compensating acting force.
According to the calculation process, the force generated between the rated magnetic fields and the first acting force are constant in the process of detecting the road surface once, calculating the control current and outputting the value of the shock absorber. Therefore, the size and the direction of the compensation acting force are changed, the size of the first acting force between the first electromagnetic component and the second electromagnetic component can be changed, and the size of the force actually generated between the first electromagnetic component and the second electromagnetic component can be equivalently changed, so that the damping of the secondary adjusting shock absorber is realized.
Specifically, by detecting the wheel speed to secondarily adjust the damping of the shock absorber, the defect that only the damping of the shock absorber can be roughly adjusted by inquiring the first database to provide current gain and outputting control current can be overcome. When the vehicle runs to the concave-convex road surface, the wheel speeds are detected twice successively, and the output compensation current is calculated, so that the damper can automatically adjust damping according to the actual road condition, and the vibration of the vehicle body is reduced to the greatest extent.
Further, the specific calculation process for calculating the wheel speed difference according to the wheel speeds of the plurality of first wheel speed values and the detected tire comprises the following steps:
Calculating an average value of a plurality of first wheel speed values according to the plurality of first wheel speed values to obtain an average wheel speed;
And calculating the difference between the wheel speed of the detected tire and the average wheel speed to obtain the wheel speed difference.
Specifically, the wheel speed difference is calculated according to the formula (III);
(III);
where Deltav represents the wheel speed difference, v1 represents the wheel speed of the detected tire, and v2、v3、v4 represents the wheel speeds of the other three tires.
Specifically, referring to fig. 2, the telescopic rod of the shock absorber is further provided with uneven graduations 11, the uneven graduations are arranged along the telescopic direction of the telescopic rod, the inner side wall of the shell is further provided with a position sensor 12 corresponding to the uneven graduations, and the position sensor is used for detecting the graduation values of the uneven graduations.
The scale interval on the uneven scale takes the balance position as the zero point, the scale interval gradually increases along the two directions of the expansion link expansion, the scale value sequentially increases along the stretching direction of the expansion link, and the balance position is the position of the expansion link under the action of the weight of the automobile in a static state.
Specifically, the scale is designed to be uneven, and in a natural state where the vehicle stationary damper supports only the weight of the vehicle, the detection end of the position sensor is aligned with the zero scale of the equilibrium position.
The scale value on the side close to the compression direction of the telescopic rod relative to the balance position is a negative value, and the scale value on the side close to the tension direction of the telescopic rod relative to the balance position is a positive value.
In some embodiments, the spacing between the uneven graduations satisfies the following correspondence:
Along the direction away from the equilibrium position, the numerical values between adjacent scales satisfy the rule of increasing the equal-ratio series, and the intervals between adjacent scales also satisfy the rule of increasing the equal-ratio series along the direction away from the equilibrium position.
In some embodiments, the common ratio of the array of ratios is any one of the values between e0.56 and e0.9. Wherein e is natural logarithm.
Specifically, the position sensor 12 continuously detects the scale value on the uneven scale 11 at a second set time interval, with the scale value at the current time being the first scale value and the scale value at the time immediately before the current time being the second scale value.
In some embodiments, the scale difference is calculated by subtracting the first scale value from the second scale value. Calculating a second current gain according to the wheel speed difference and the scale difference by combining the formula (IV);
(IV);
Where N2 represents the second current gain, Δv represents the wheel speed difference, and Δx represents the scale difference.
Calculating a compensation current according to a formula (five);
(V) a fifth step;
Where I' represents the compensation current, I1 represents the first rated current, and N2 represents the second current gain.
Specifically, the compensation current is calculated, and the magnitude of the compensation current is calculated because other conditions such as the number of turns of the coil, the winding direction of the coil, the facing area between the first electromagnetic assembly and the second electromagnetic assembly and the like are unchanged, so that the magnitude of the second acting force can be indirectly obtained.
Further, after the step of obtaining the compensation current according to the wheel speed calculation, before the step of outputting the compensation current to the first electromagnetic assembly, the method further includes:
Judging the positive and negative of the wheel speed difference;
when the wheel speed difference is positive, outputting a first control current to the first electromagnetic component in a first current direction, and outputting a second control current to the second electromagnetic component in a second current direction, so that the first acting force and the second acting force are added in value, and the magnitude of the first acting force is increased;
when the wheel speed difference is a negative value, a first control current is output to the first electromagnetic component in a third current direction, and a second control current is output to the second electromagnetic component in a fourth current direction, so that the first acting force and the second acting force are subtracted in value, and the magnitude of the first acting force is reduced.
Specifically, according to the second acting force principle, after the compensation current is calculated, the first acting force can be adjusted by using the second acting force only by determining the current direction of the compensation current output and outputting the compensation current, so that the damping effect of the shock absorber is adjusted.
Specifically, in connection with fig. 3, taking an example of an excavation road surface, a process that a vehicle runs through the excavation road surface can be simplified into two processes, namely, a process that a tire runs into an excavation edge and a process that a tire runs out of an excavation edge.
Although the linear relation between the vehicle speed and the wheel speed is not satisfied, the positive correlation is still maintained, so that when the tire is driven into the edge of the tunnel, the gravitational potential energy of the tire can be converted into kinetic energy, the vehicle speed is improved, the wheel speed is increased, and when the tire is driven out of the edge of the tunnel, the kinetic energy of the tire can be converted into gravitational potential energy, and the vehicle speed is reduced and the wheel speed is reduced.
It is further deduced that when the tire is driven into the edge of the tunnel, the wheel speed is increased and then is abutted against the inner wall of the tunnel to generate larger vibration impact, and at the moment, the damping of the shock absorber needs to be improved, namely the first acting force is improved, namely the second acting force is enabled to be in the same direction as the first acting force.
When the tire is driven out of the tunnel edge, the tire is abutted against the horizontal road surface, and the generated abutment force can lead the tire to generate vibration impact again. Experimental measurements show that reducing the abutment force effectively reduces the secondary vibration impact. Therefore, the abutting force can be reduced by reducing the elastic force of the damper, and it is further deduced that the elastic force of the damper can be reduced by reducing the first acting force, that is, the second acting force is opposite to the first acting force.
The same applies to the raised road surface, when the tire is driven into the raised edge, the kinetic energy of the tire is converted into gravitational potential energy, so that the speed of the vehicle is reduced and the wheel speed is reduced, and when the tire is driven out of the raised edge, the gravitational potential energy of the tire is converted into kinetic energy, so that the speed of the vehicle is increased and the wheel speed is increased.
It is further deduced that the first force is increased when the tire is driven into the raised edge, even if the second force is in the same direction as the first force, and that the first force is decreased when the tire is driven out of the raised edge, even if the second force is in the opposite direction to the first force. Finally, when the vehicle runs to the concave-convex road surface, the damping after rough adjustment of the shock absorber is adjusted to adapt to the actual road condition for the second time, and the maximum shock absorption effect can be achieved when the vehicle faces various road surface types.
In some embodiments, it may be desirable to increase the first force such that the second force is defined as a repulsive force when the second force is in the same direction as the first force, and to decrease the first force such that the second force is defined as a attractive force when the second force is in the opposite direction to the first force.
The second electromagnetic component is connected with current flowing in a third current direction, when the second acting force generated by outputting the compensation current to the first electromagnetic component is repulsive force, the compensation current is output in the first current direction, and when the second acting force is attractive force, the compensation current is output in the second current direction.
Further, after the step of obtaining the compensation current according to the wheel speed calculation, before the step of outputting the compensation current to the first electromagnetic assembly, the method further includes:
judging whether the added magnitude of the first control current and the compensation current exceeds the peak current of the first electromagnetic component;
And when the added magnitude of the first control current and the compensation current is larger than the peak current of the first electromagnetic component, taking the difference value of the peak current of the first electromagnetic component and the first control current as the final compensation current.
In some embodiments, when the rated current, the first control current and the compensation current of the first electromagnetic component are all in the same direction, if the value obtained by adding the three components exceeds the peak current of the first electromagnetic component, only the peak current of the first electromagnetic component is output, so as to avoid burning out the first electromagnetic component caused by overlarge current after mutual superposition.
Further, the step of outputting the compensation current to the first electromagnetic component further includes:
Obtaining the road surface type of the current period as a first road surface type, and obtaining the road surface type of the previous period as a second road surface type;
Judging whether the first road surface type is the same as the second road surface type;
repeatedly executing the steps of obtaining wheel speeds of all tires at the current moment to obtain a plurality of first wheel speed values and outputting the compensation current to a first electromagnetic component when the wheel speeds are the same;
And at different times, repeatedly executing the steps of continuously acquiring the road surface type to output the first control current to the first electromagnetic component and outputting the second control current to the second current component by taking the first set time interval as a period.
In some embodiments, considering that the vehicle needs to travel for a long time, a plurality of different road surface types may be experienced in the journey, and each road surface type may also have a different degree of concavity and convexity, respectively. The application also designs a method for switching the damping of the shock absorber according to the road surface type in the driving process, which combines the mode of roughly adjusting the damping of the shock absorber according to the database and performing secondary adjustment according to the actual road condition, when the road surface type is detected to be unchanged, the step of repeatedly performing the secondary adjustment, when the road surface type is detected to be changed, the step of adjusting the control current according to the road surface type is re-performed, and the secondary adjustment is performed according to the actual road condition.
The adjusting mode can further utilize the detected road surface types, simplify the damping adjusting flow of the shock absorber, and improve the adaptability of the shock absorber to various road surfaces with various mileage.
Example 2
In this embodiment, still be equipped with inhomogeneous scale on the telescopic link of bumper shock absorber, the setting is arranged along the flexible direction of telescopic link to inhomogeneous scale, still is equipped with the position sensor who corresponds the setting with inhomogeneous scale on the inside wall of casing, position sensor is used for detecting the scale value of inhomogeneous scale.
In some embodiments, the first elastic member and the second elastic member are both springs.
Further, the scale values on the uneven scale are gradually reduced along the compression direction of the telescopic rod, and the scale intervals on the uneven scale are gradually increased along the stretching direction of the telescopic rod.
In some embodiments, the spacing between the uneven graduations satisfies the following correspondence:
Along the stretching direction of the telescopic rod, the numerical value between adjacent scales meets the increment rule of an equal ratio array, and the interval between adjacent scales also meets the increment rule of the equal ratio array along the stretching direction of the telescopic rod.
In some embodiments, the common ratio of the array of ratios is any one of the values between e0.56 and e0.9. Wherein e is natural logarithm.
Specifically, the intervals between the scales are set to be equal-ratio sequences which are gradually increased, the difference between readings can be adaptively increased along with the increase of the actual total compression amount of the shock absorber, the influence of small vibration changes on the damping adjustment of the shock absorber can be reduced, and the sensitivity of the shock absorber can be adjusted according to the actual road conditions.
In some embodiments, during the running of the vehicle, the first control current and the second control current are obtained according to the variation of the uneven scale on the telescopic rod, and the specific steps include:
Continuously reading scale values on the uneven scale by taking a second set time interval as a period, wherein the scale values are obtained by reading the uneven scale on the telescopic rod through a position sensor;
Taking the scale value of the uneven scale at the current moment as a second scale value, and taking the scale value of the uneven scale at the moment before the current moment as a first scale value;
and respectively calculating to obtain a first control current and a second control current according to the first scale value, the second scale value and the second set time interval.
Specifically, calculating a scale value change rate according to a first scale value and a second scale value, wherein the scale value change rate is calculated according to a formula (six);
(six);
Where δ represents the rate of change of the scale values, x1 represents the first scale value, x2 represents the second scale value, and Δt represents the second set time interval.
Calculating a third current gain by using a formula (seventh) according to the change rate of the scale value;
(seventh);
where N3 represents the third current gain, |δ| represents the absolute value of the scale value change rate.
In some embodiments, the second set time interval is 0.1-1 seconds.
Example 3
In this embodiment, the shock absorber includes a plurality of first electromagnetic assemblies and second electromagnetic assemblies, and the shock absorber includes:
A housing;
The telescopic rods are provided with a plurality of telescopic rods which are arranged in the shell in parallel, one end of each telescopic rod is hinged with a connecting rod, the other ends of the connecting rods are fixedly connected with connecting discs, and the connecting discs are fixedly connected with a vehicle body;
The second electromagnetic assembly is arranged inside the shell and is connected with the shell through a third elastic piece;
The first electromagnetic assemblies are provided with a plurality of telescopic rods and are respectively arranged on the telescopic rods, and each first electromagnetic assembly and the second electromagnetic assembly have the largest opposite area;
the uneven scales are multiple and are respectively arranged on each telescopic rod;
the position sensors are provided with a plurality of positions and are all installed on the shell and are respectively used for reading uneven scales on one telescopic rod.
In some embodiments, a method of controlling a plurality of first electromagnetic assemblies on a plurality of telescoping rods includes:
according to the first scale value, the second scale value and the first set time interval read by the position sensor on each telescopic rod, respectively calculating to obtain a first control current corresponding to the first electromagnetic component of each telescopic rod;
taking rated current of a second electromagnetic component as second control current;
And outputting each first control current to the corresponding first electromagnetic component and outputting the second control current to the second electromagnetic component respectively, so that first acting forces are generated between each first electromagnetic component and the second electromagnetic component, and each first acting force is used for adjusting the damping of the shock absorber.
In some embodiments, when the vehicle vibrates, because the vibration generated at each stress point is different, a plurality of telescopic rods which are not arranged in a collinear way are arranged, so that when the vehicle runs on various roads, the damping of each first electromagnetic component can be independently adjusted according to the stress point according to the mode of the embodiment 2, and the posture of the vehicle tire can be adjusted to adapt to different roads.
Example 4
The embodiment provides computer equipment, which comprises a memory, a processor and a design program of an electromagnetic shock absorber damping adjustment method for reference road conditions, wherein the design program of the electromagnetic shock absorber damping adjustment method for reference road conditions is stored on the memory and is configured to:
the method for adjusting the damping of the electromagnetic shock absorber with reference to the road conditions is performed.
The computer device includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to a program stored in a Read Only Memory (ROM) or a program loaded from a storage section into a Random Access Memory (RAM). In the RAM, various programs and data required for the system operation are also stored. The CPU, ROM and RAM are connected to each other by a bus. An input/output (I/O) interface is also connected to the bus.
The following components are connected to the I/O interface, an output section including such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and a speaker, a storage section including a hard disk, and the like, and a communication section including a network interface card such as a LAN card, a modem, and the like. The communication section performs communication processing via a network such as the internet. The drives are also connected to the I/O interfaces as needed. Removable media such as magnetic disks, optical disks, magneto-optical disks, semiconductor memories, and the like are mounted on the drive as needed so that a computer program read therefrom is mounted into the storage section as needed.
In particular, the processes described above may be implemented as computer software programs according to embodiments of the application. For example, the present embodiment includes a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing a method. In such embodiments, the computer program may be downloaded and installed from a network via a communication portion, and/or installed from a removable medium. The above-described functions defined in the system of the present application are performed when the computer program is executed by a Central Processing Unit (CPU).
The computer readable medium shown in the present invention may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of a computer-readable storage medium may include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present invention, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Example 5
The present embodiment provides a storage medium having stored thereon a design program of an electromagnetic shock absorber damping adjustment method of a reference road condition, for, when executed:
the method for adjusting the damping of the electromagnetic shock absorber with reference to the road conditions is performed.
As another aspect, the present application also provides a computer-readable medium that may be included in the electronic device described in the above embodiment, or may exist alone without being incorporated into the electronic device. The computer readable medium carries one or more programs which, when executed by the electronic device, cause the electronic device to implement an electromagnetic shock absorber damping adjustment method according to the above embodiment with reference to road conditions.
The above description is only illustrative of the preferred embodiments of the present application and of the principles of the technology employed. It will be appreciated by persons skilled in the art that the scope of the application referred to in the present application is not limited to the specific combinations of the technical features described above, but also covers other technical features formed by any combination of the technical features described above or their equivalents without departing from the inventive concept. Such as the above-mentioned features and the technical features disclosed in the present application (but not limited to) having similar functions are replaced with each other.