CN112182764A - Vehicle ride comfort test method and device - Google Patents
Vehicle ride comfort test method and device Download PDFInfo
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Abstract
The application discloses a vehicle ride comfort test method and device, and relates to the technical field of automobiles, wherein the test method comprises the following steps: obtaining ride comfort parameters of a vehicle to determine a vibration model of the vehicle, wherein the vibration model comprises wheels, a vehicle body and a suspension, and the suspension is equivalent to a spring and a shock absorber which are arranged in parallel; the vibration model is coupled with the deceleration strip model, wherein the vibration of the vibration model caused by the road surface unevenness signal of the deceleration strip model comprises a suspension impact limiting block and a wheel jumping off the ground; and acquiring a ride comfort test result corresponding to the ride comfort parameter of the vehicle. The vehicle ride comfort testing method and device provided by the embodiment of the application can simulate the conditions that a suspension collides a limiting block and wheels jump off the ground, which are caused under the working condition of large pulse excitation.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a method and a device for testing vehicle ride comfort.
Background
Vehicle ride comfort refers to the ability of a vehicle to resist vibration of the vehicle caused by road surface irregularities. The ride quality of the vehicle directly affects the comfort of the occupants and the integrity of the cargo.
In the related art, a linear model is generally used to study the smoothness of a vehicle passing through various roads, wherein a typical linear model comprises a suspension two-degree-of-freedom model. The suspension two-degree-of-freedom model comprises basic characteristics of vehicle vibration, a vibration model is established according to the stress condition of a vehicle at a road surface balance position, and the smoothness of the vehicle is analyzed according to an input excitation signal.
In the course of implementing the present application, the inventors found that the related art has at least the following problems: the linear model only analyzes the vibration of the suspension when the vehicle moves on the road surface, and is difficult to simulate the conditions that the suspension impacts a limit block and the wheel jumps off the ground.
Disclosure of Invention
The embodiment of the application provides a vehicle ride comfort test method and device, which can simulate a suspension impact limiting block caused under a large-pulse excitation working condition and the condition that a wheel jumps off the ground. The specific technical scheme is as follows:
the embodiment of the application provides a vehicle ride comfort test method, which comprises the following steps:
the method comprises the steps of obtaining ride comfort parameters of a vehicle to determine a vibration model of the vehicle, wherein the vibration model comprises wheels, a vehicle body and a suspension, and the suspension is equivalent to a spring and a shock absorber which are arranged in parallel;
coupling the vibration model and a deceleration strip model, wherein the vibration of the vibration model caused by the road surface unevenness signal of the deceleration strip model comprises the suspension impact limiting block and the wheel jumping off the ground;
and acquiring a ride comfort test result corresponding to the ride comfort parameter of the vehicle.
In an implementation manner of the embodiment of the present application, the smoothness parameter includes: the suspension system comprises wheel mass, vehicle body mass, spring stiffness, damper damping coefficient, wheel stiffness, limiting block stiffness and suspension dynamic deflection limiting stroke.
In an implementation manner of the embodiment of the application, a cross section of a deceleration strip in the deceleration strip model is any one of a sinusoidal cross section, an arc cross section and a trapezoidal cross section.
In one implementation manner of the embodiment of the present application, when the suspension impacts the stopper, the displacement force of the spring is expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
In an implementation manner of the embodiment of the present application, when the wheel jumps from the ground, the displacement force of the wheel is expressed as:
wherein k is1As the wheel stiffness; z1 is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the vertical deflection of the wheel at the static balance point on the road surface; m is2Is the wheel mass; m is1The vehicle body mass.
The embodiment of the present application further provides a vehicle ride comfort testing device, including:
the vehicle vibration control system comprises an acquisition module, a vibration control module and a control module, wherein the acquisition module is configured to acquire ride comfort parameters of a vehicle to determine a vibration model of the vehicle, the vibration model comprises wheels, a vehicle body and a suspension, and the suspension is equivalent to a spring and a shock absorber which are arranged in parallel;
a coupling module configured to couple the vibration model and a deceleration strip model, wherein vibration of the vibration model caused by a road unevenness signal of the deceleration strip model includes bouncing of the suspension impact stopper and the wheel off the ground;
and the output module is configured to acquire a smoothness test result corresponding to the smoothness parameter.
In an implementation manner of the embodiment of the application, the wheel mass, the vehicle body mass, the spring stiffness, the damper damping coefficient, the wheel stiffness, the limiting block stiffness and the suspension dynamic deflection limiting stroke are adopted.
In an implementation manner of the embodiment of the application, a cross section of a deceleration strip in the deceleration strip model is any one of a sinusoidal cross section, an arc cross section and a trapezoidal cross section.
In one implementation manner of the embodiment of the present application, when the suspension impacts the stopper, the displacement force of the spring is expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
In an implementation manner of the embodiment of the present application, when the wheel jumps from the ground, the displacement force of the wheel is expressed as:
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the vertical deflection of the wheel at the static balance point on the road surface; m is2Is the wheel mass; m is1The vehicle body mass.
The beneficial effects of the embodiment of the application at least comprise:
according to the vehicle ride comfort testing method and device provided by the embodiment of the application, when a vibration model of a vehicle is established, the vibration of a suspension frame impacting a limiting block and a wheel jumping off the ground, which are possibly caused by a large pulse excitation signal, is analyzed, and compared with a traditional linear model, the vibration model provided by the application can simulate the motion condition of the vehicle more truly; after the vibration model of the vehicle and the deceleration strip model are coupled together, the road surface unevenness signal of the deceleration strip model is used as the excitation signal of the vibration model, and the smoothness test result with higher accuracy can be obtained.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced 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 creative efforts.
Fig. 1 is a flowchart of a vehicle ride comfort testing method according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a vibration model of a vehicle according to an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a deceleration strip model provided in an embodiment of the present application;
FIG. 4 is a schematic diagram of a coupled vibration model and a deceleration strip model provided in an embodiment of the present application;
FIG. 5 is a comparison graph of results of ride comfort test results provided by the embodiments of the present application;
FIG. 6 is a flow chart of another vehicle ride comfort testing method according to an embodiment of the present disclosure;
fig. 7 is a schematic structural diagram of a vehicle ride comfort testing apparatus according to an embodiment of the present application.
Detailed Description
To make the objects, technical solutions and advantages of the present application more clear, embodiments of the present application will be described in further detail below with reference to the accompanying drawings.
The embodiment of the application provides a vehicle ride comfort testing method, as shown in fig. 1, comprising the following steps:
s101, obtaining a smoothness parameter of a vehicle to determine a vibration model of the vehicle;
in this step, the basic framework of the vibration model may be determined according to the analysis of the vehicle motion condition, and the smoothness parameter to be acquired may be determined. The ride comfort parameters of the vehicle are different for different vehicle types.
When the vibration model of the vehicle is determined, the structure of the vehicle can be properly simplified, and parts with large influence on the smoothness of the vehicle are highlighted so as to simulate the basic vibration characteristics of the vehicle.
Alternatively, the vibration model of the vehicle includes a single degree of freedom model, a two degree of freedom model, and a multiple degree of freedom model, such as a seven degree of freedom model and a eleven degree of freedom model. It can be understood that the greater the degree of freedom of the vibration model, the greater the number of ride comfort parameters that need to be measured, i.e., the degree of freedom of the vibration model has a positive correlation with the number of ride comfort parameters that need to be obtained for the vehicle.
In the embodiment of the present application, a two-degree-of-freedom model shown in fig. 2 is taken as an example for explanation, and the vibration model in the embodiment of the present application includes a wheel, a vehicle body, and a suspension. The suspension is arranged between the wheel and the vehicle body, is used for transmitting force and torque between the wheel and the vehicle body, and plays a role in buffering and shock absorption. Thus, the suspension in the vibration model can be equivalent to a spring and a damper arranged in parallel, the spring being used for representing the damping effect of the suspension, and the damper being used for representing the damping effect of the suspension.
In the vibration model shown in fig. 2, when the vehicle moves on a road surface with a non-zero road surface unevenness q, a vertical ground contact force F is generated between the wheels and the groundk1. Since the stiffness and weight of the wheel are not negligible, the wheel can be equivalent to a spring having its own weight. When the vehicle is moving on a surface with non-zero road surface unevenness q, the vibration of the vehicle causes compression of the suspension stroke orIs extended so that the spring will generate a displacement force (force due to the displacement of the object) Fk2The shock absorber generates a damping force Fc。
In the embodiment of the present application, the equation of motion of the vehicle at the equilibrium position can be expressed as:
wherein m is2Is the wheel mass; m is1The vehicle body mass; fcIs the damping force of the shock absorber; fk1Is the grounding force; fk2Is the displacement force of the spring;
is the vertical acceleration of the wheel;
is the vertical acceleration of the vehicle body.
The balance position refers to a position where the vehicle is in a stress balance state on the road surface.
In the embodiment of the present application, the damping force of the shock absorber can be expressed as:
wherein c is the damping coefficient of the shock absorber;
is the vertical velocity of the wheel;
is the vertical velocity of the vehicle body.
In this application embodiment, when the suspension does not strike the stopper, the displacement power of spring is:
Fk2＝k2(Z2-Z1) (3)
wherein k is2Is a spring steelDegree; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
In the embodiment of the present application, the grounding force may be expressed as:
Fk1＝k1(Zl-q) (4)
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; and q is the road surface unevenness.
Based on the vibration model shown in fig. 2, the ride comfort parameters of the vehicle include, but are not limited to, wheel mass, body mass, spring rate, damper damping coefficient, and wheel rate.
Step S102, coupling a vibration model and a deceleration strip model;
in the step, when the vehicle moves on the speed reducing belt with the road surface unevenness q not being zero, the vehicle can vibrate, and the road surface unevenness directly influences the vibration degree of the vehicle, so that the vibration model and the speed reducing belt model can be coupled together, a road surface unevenness signal of the speed reducing belt model is used as an excitation signal of the vibration model, and the vehicle vibration caused by the road surface unevenness is tested.
Optionally, the shape of the cross section of the speed bump in the speed bump model is any one of a sinusoidal cross section, a circular arc cross section and a trapezoidal cross section. In the embodiment of the present application, a cross-sectional shape of a deceleration strip is described as an example of a sinusoidal cross section shown in fig. 3.
As shown in fig. 3, the model of the speed bump with a sinusoidal cross-sectional shape may be formed by a half-cycle sinusoid, which is used to represent one bump (deceleration ridge) in the speed bump. For a deceleration strip comprising a plurality of deceleration ridges, the complete deceleration strip model can comprise a plurality of half-cycle sinusoids, and the plurality of sinusoids can be continuous or arranged at intervals.
In the embodiment of the application, the road surface unevenness signal of the deceleration strip model with the sinusoidal cross section shape can be expressed as:
q(t)＝Asin(Bvt) (5)
wherein q istIs a road surface irregularity signal with respect to time; a is the maximum height of the section of the deceleration strip;Bvin relation to vehicle speedvIs used as a function of the circular frequency of (c).
Wherein a circular frequency function B is associated with the vehicle speed vvCan be expressed as:
wherein v is the vehicle speed; and v is the maximum width of the section of the speed bump.
In FIG. 3, t0Is the starting time, t, when the vehicle is in contact with the deceleration strip1The end time when the vehicle leaves the speed bump. In the embodiment of the present application, the units of the parameters in the above formulas are standard units.
In this application embodiment, the vibration of the vibration model that the road surface roughness signal of deceleration strip model arouses includes that suspension striking stopper and wheel jump off ground.
The displacement force of the spring when the suspension hits the stop can be expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
As can be seen from the combination of (3) and (7), based on the vibration model of the vehicle, the displacement force of the spring can be expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
When the wheel jumps off the ground, the ground contact force can be expressed as:
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the wheel vertical deflection at the equilibrium position; m is2Is the wheel mass; m is1The vehicle body mass.
The balance position refers to a position where the vehicle is in a stress balance state on the road surface.
It should be noted that, in the conventional linear model modeling, only the equilibrium position of the vehicle on the road surface is considered, so that the gravity of the vehicle and the supporting force of the road surface to the vehicle are ignored. In other words, in the conventional linear model, the gravity of the vehicle and the supporting force of the road surface to the vehicle are considered to be mutually offset, and the setting is performed through the whole process of the vibration analysis of the vehicle, the default wheel cannot jump off the ground, and therefore the condition that the wheel jumps off the ground cannot be simulated.
When the wheel jumps off the ground, the tire is not in contact with the ground, no interaction force is generated, and the vehicle returns to the ground only under the action of gravity, so that in the vibration model considering the gravity of the vehicle, the ground contact force can also be expressed as follows:
Fk1＝k1(Z1-q-ΔS)+(m1+m2)g (10)
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the wheel vertical deflection at the equilibrium position; m is2Is the wheel mass; m is1The vehicle body mass.
Based on the formula, it can be seen that the ride comfort parameters of the vehicle can also include the limiting block stiffness and the suspension dynamic deflection limiting stroke.
Step S103, obtaining a ride comfort test result corresponding to the ride comfort parameter of the vehicle;
in the step, visual modeling shown in fig. 4 can be performed on the formula through a modeling tool Matlab or Simulink software to couple the vibration model and the deceleration strip model, simulation analysis is performed, and finally a variation curve of the vertical acceleration of the vehicle body along with time shown in fig. 5 is obtained and used as a smoothness test result corresponding to the smoothness parameter of the vehicle.
According to the vehicle ride comfort testing method provided by the embodiment of the application, when a vibration model of a vehicle is established, the vibration of a suspension impact limiting block and the vibration of a wheel jumping off the ground, which are possibly caused by a large pulse excitation signal, are analyzed, and compared with a traditional linear model, the vibration model provided by the application can simulate the motion condition of the vehicle more truly; after the vibration model of the vehicle and the deceleration strip model are coupled together, the road surface unevenness signal of the deceleration strip model is used as the excitation signal of the vibration model, and the smoothness test result with higher accuracy can be obtained.
The embodiment of the application provides another vehicle ride comfort testing method, as shown in fig. 6, which includes the following steps:
step S601, determining a basic framework of a vibration model of the vehicle;
in the embodiment of the present application, a two-degree-of-freedom model shown in fig. 2 is taken as an example for explanation. As shown in fig. 2, the vibration model of the vehicle includes wheels, a body, and a suspension. The suspension is arranged between the wheel and the vehicle body, is used for transmitting force and torque between the wheel and the vehicle body, and plays a role in buffering and shock absorption. Thus, the suspension in the vibration model can be equivalent to a spring and a damper arranged in parallel, the spring being used for representing the damping effect of the suspension, and the damper being used for representing the damping effect of the suspension.
In the vibration model shown in fig. 2, when the vehicle moves on a road surface with a non-zero road surface unevenness q, a vertical ground contact force F is generated between the wheels and the groundK1. Since the rigidity and weight of the wheel are not negligible, the wheel can be equivalent to a spring with its own weight. When the vehicle moves on a road surface with the road surface unevenness q not equal to zero, the vibration of the vehicle can cause the compression or the extension of the suspension stroke pair, and the spring can generate the displacement force Fk2The shock absorber generates a damping force Fc. Wherein the displacement force of the spring is only related to the deformation of the spring, and the damping force of the shock absorberOnly the relative movement speed of the wheels and the vehicle body in the vertical direction is related.
In the embodiment of the present application, the damping force of the shock absorber can be expressed as:
wherein c is the damping coefficient of the shock absorber;
is the vertical velocity of the wheel;
is the vertical velocity of the vehicle body.
In this application embodiment, when the suspension does not strike the stopper, the displacement power of spring is:
Fk2k2(Z2-Z1) (3)
wherein k is2Is the spring rate; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
In the embodiment of the application, the vibration analysis of the vibration model of the vehicle further comprises a suspension impact limiting block and a wheel jump away from the ground caused by the road unevenness signal of the deceleration strip model, so that a segmented linear model is established.
The displacement force of the spring when the suspension hits the stop can be expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
As can be seen from the combination of (3) and (7), based on the vibration model of the vehicle, the displacement force of the spring can be expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
Without considering the wheel jump off the ground, the ground contact force can be expressed as:
Fk1＝kl(Z1-q) (4)
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; and q is the road surface unevenness.
When considering the situation that the wheel jumps off the ground, the vehicle returns to the road surface under the action of gravity only, and the wheel will generate displacement, so that the ground contact force generated by the wheel at the equilibrium position can be expressed as:
Fk1＝k1(Z1-q-ΔS)+(m1+m2)g (10)
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the wheel vertical deflection at the equilibrium position; m is2Is the wheel mass; m is1The vehicle body mass.
The above equation (10) can also be written as:
wherein k is1As the wheel stiffness; z１Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the wheel vertical deflection at the equilibrium position; m is2Is the wheel mass; m is1The vehicle body mass.
The balance position refers to a position where the vehicle is in a stress balance state on the road surface.
Based on the vibration model shown in fig. 2 and the above analysis, the ride comfort parameters of the vehicle may include wheel mass, body mass, spring stiffness, damper damping coefficient, wheel stiffness, stopper stiffness, and suspension dynamic deflection limit travel.
Step S602, establishing a deceleration strip model, and acquiring road surface unevenness based on the deceleration strip model;
alternatively, the shape of the section of the speed bump in the speed bump model can be any one of a sinusoidal section, a circular arc section and a trapezoidal section. In the embodiment of the present application, a cross-sectional shape of a deceleration strip is described as an example of a sinusoidal cross section shown in fig. 3.
As shown in fig. 3, the model of the speed bump with a sinusoidal cross-sectional shape may be formed by a half-cycle sinusoid, which is used to represent one bump (deceleration ridge) in the speed bump. For a deceleration strip comprising a plurality of deceleration ridges, the complete deceleration strip model can comprise a plurality of half-cycle sinusoids, and the plurality of sinusoids can be continuous or arranged at intervals.
In the embodiment of the application, the road surface unevenness signal of the deceleration strip model with the sinusoidal cross section shape can be expressed as:
q(t)＝Asin(Bvt) (5)
wherein q istIs a road surface irregularity signal with respect to time t; a is the maximum height of the section of the deceleration strip; b isvAs a function of the circular frequency with respect to the vehicle speed v.
Wherein a circular frequency function B is associated with the vehicle speed vvCan be expressed as:
wherein v is the vehicle speed; and v is the maximum width of the section of the speed bump.
In FIG. 3, t0Is the starting time, t, when the vehicle is in contact with the deceleration strip1The end time when the vehicle leaves the speed bump. In the embodiment of the present application, the units of the parameters in the above formulas are standard units.
It should be noted that, the present application does not limit the sequence of executing step S601 and step S602, and step S602 may be executed first and then step S601 may be executed in other embodiments of the present application.
Step S603, coupling a vibration model and a deceleration strip model;
in this step, the visual modeling shown in fig. 4 may be performed on the above formula through a modeling tool Matlab or Simulink software to couple the vibration model and the deceleration strip model, and the road surface irregularity signal of the deceleration strip model is used as the excitation signal of the vibration model. In fig. 4, the left side box is a deceleration strip model, where "0" may represent a start time, the clock signal may provide time information, the sinusoidal signal and its offset on the time axis may provide a road surface irregularity signal, and the road surface irregularity signal is related to the vehicle speed. The right side box is the vibration model, where the first output ddot _ Z2Can be expressed as a second differential of the vertical displacement of the vehicle body to obtain the vertical acceleration of the vehicle body; second output Z2_Z1Can represent the difference between the vertical displacement of the vehicle body and the vertical displacement of the wheels; a third output Fk1G may represent the ratio of the ground force to the vehicle's own weight to represent the dynamic load of the vehicle; fourth output dotZ2_Z1The difference between the vertical speed of the vehicle body and the vertical speed of the wheels can be represented. "Param" in fig. 4 may be an oscilloscope, and the oscilloscope may display the result of the vehicle ride comfort test according to the above output, for example, the curve of the vertical acceleration of the vehicle body with time shown in fig. 5.
Step S604, inputting the speed and the smoothness parameters of the vehicle to perform simulation verification;
as shown in fig. 4, after the vibration model and the deceleration strip model are coupled, specific values of various parameters involved in the vibration model and the deceleration strip model need to be obtained so as to perform simulation analysis on the operation of the vehicle.
In the embodiment of the application, the vehicle can pass through the speed bump model at a constant speed or at a variable speed, and when the vehicle passes through the speed bump model at the variable speed, the speed of the vehicle can be a time-related parameter. For example, as shown in FIG. 5, the vehicle may travel at 5m/s for 0.2s before passing through the speed bump.
Ride comfort parameters of the vehicle may include, but are not limited to, wheel mass, body mass, spring rate, damper damping coefficient, wheel stiffness, stopper stiffness, and suspension dynamic deflection limit travel.
And step S605, obtaining a smoothness test result corresponding to the smoothness parameter of the vehicle.
In the embodiment of the application, after the vehicle speed and the ride comfort parameters of the vehicle are input, simulation analysis is performed, and a variation curve of the vertical acceleration of the vehicle body along with time as shown in fig. 5 can be obtained and used as a ride comfort test result corresponding to the ride comfort parameters of the vehicle. In one embodiment of the present application, the vehicle speed may be 5m/s, and the vehicle body mass m2400 kg; mass m of wheel240 kg; wheel stiffness k1180N/m; spring rate k220N/m; the damping coefficient c of the shock absorber is 900 Ns/m; stopper rigidity k22＝10k2(ii) a And the suspension dynamic deflection limit stroke H is 0.05 m.
It can be seen that the coincidence degree of the vibration model (non-linear model) provided by the application and the traditional linear model is higher, and the accuracy of the vibration model provided by the application is verified. Meanwhile, compared with curves for distinction, the first positive peak value in the vibration model provided by the application is higher than that of a linear model, and the result shows that under the time node, the suspension stroke is compressed too much due to pulse input when an automobile passes through a deceleration strip, and a limit block is impacted; and the absolute value of the first negative peak in the vibration model provided by the application is smaller than that of the linear model, which shows that the wheels jump off the ground after the automobile passes through the deceleration strip. The conventional linear model assumes that the tire does not jump off the ground, so in this case, the wheel is pulled back with a greater spring force, with some distortion. Under the condition of a large pulse excitation signal, no matter the condition that a suspension impacts a limit block or a wheel jumps away from the ground, the smoothness is influenced to a large extent and cannot be ignored.
According to the vehicle ride comfort testing method provided by the embodiment of the application, when a vibration model of a vehicle is established, the vibration of a suspension impact limiting block and the vibration of a wheel jumping off the ground, which are possibly caused by a large pulse excitation signal, are analyzed, and compared with a traditional linear model, the vibration model provided by the application can simulate the motion condition of the vehicle more truly; after the vibration model of the vehicle and the deceleration strip model are coupled together, the road surface unevenness signal of the deceleration strip model is used as the excitation signal of the vibration model, and the smoothness test result with higher accuracy can be obtained. It is understood that the modeling method is not limited to two-degree-of-freedom models, but is more applicable to multi-degree-of-freedom models.
The embodiment of the present application further provides a vehicle ride comfort testing apparatus, as shown in fig. 7, including:
an obtaining module 701 configured to obtain ride comfort parameters of a vehicle to determine a vibration model of the vehicle, wherein the vibration model includes wheels, a body, and a suspension, and the suspension is equivalent to a spring and a shock absorber arranged in parallel;
a coupling module 702 configured to couple the vibration model and the deceleration strip model, wherein the vibration of the vibration model caused by the road surface irregularity signal of the deceleration strip model includes suspension impact stoppers and wheel bounce off the ground;
the output module 703 is configured to obtain a smoothness test result corresponding to the smoothness parameter.
Optionally, the compliance parameter comprises: the suspension system comprises wheel mass, vehicle body mass, spring stiffness, damper damping coefficient, wheel stiffness, limiting block stiffness and suspension dynamic deflection limiting stroke.
Optionally, the shape of the cross section of the speed bump in the speed bump model is any one of a sinusoidal cross section, a circular arc cross section and a trapezoidal cross section.
Alternatively, the displacement force of the spring when the suspension hits the stop is expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
Optionally, when the wheel jumps off the ground, the displacement force of the wheel is expressed as:
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the vertical deflection of the wheel at the static balance point on the road surface; m is2Is the wheel mass; m is1The vehicle body mass.
It should be noted that, when the apparatus provided in the foregoing embodiment implements the functions thereof, only the division of the functional modules is illustrated, and in practical applications, the functions may be distributed by different functional modules according to needs, that is, the internal structure of the apparatus may be divided into different functional modules to implement all or part of the functions described above. In addition, the apparatus and method embodiments provided by the above embodiments belong to the same concept, and specific implementation processes thereof are described in the method embodiments for details, which are not described herein again.
The application provides a computer-readable storage medium, wherein at least one instruction is stored in the storage medium, and the at least one instruction is loaded and executed by the processor to implement the vehicle ride comfort testing method provided by the above method embodiments.
It will be understood by those skilled in the art that all or part of the steps in the vehicle ride comfort test method according to the above embodiments may be implemented by hardware, or may be implemented by a program instructing associated hardware to implement the steps.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A vehicle ride comfort test method, comprising:
the method comprises the steps of obtaining ride comfort parameters of a vehicle to determine a vibration model of the vehicle, wherein the vibration model comprises wheels, a vehicle body and a suspension, and the suspension is equivalent to a spring and a shock absorber which are arranged in parallel;
coupling the vibration model and a deceleration strip model, wherein the vibration of the vibration model caused by the road surface unevenness signal of the deceleration strip model comprises the suspension impact limiting block and the wheel jumping off the ground;
and acquiring a ride comfort test result corresponding to the ride comfort parameter of the vehicle.
2. The method of claim 1, wherein the ride comfort parameter comprises: the suspension system comprises wheel mass, vehicle body mass, spring stiffness, damper damping coefficient, wheel stiffness, limiting block stiffness and suspension dynamic deflection limiting stroke.
3. The method according to claim 1, wherein the shape of the cross section of the speed reduction belt in the speed reduction belt model is any one of a sinusoidal cross section, a circular arc cross section and a trapezoidal cross section.
4. The method of claim 1, wherein the displacement force of the spring when the suspension impacts the stop is expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
5. The method of claim 1, wherein the wheel displacement force when the wheel is jumping off the ground is expressed as:
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the vertical deflection of the wheel at the static balance point on the road surface; m is2Is the wheel mass; m is1The vehicle body mass.
6. A vehicle ride comfort testing apparatus, comprising:
the vehicle vibration control system comprises an acquisition module, a vibration control module and a control module, wherein the acquisition module is configured to acquire ride comfort parameters of a vehicle to determine a vibration model of the vehicle, the vibration model comprises wheels, a vehicle body and a suspension, and the suspension is equivalent to a spring and a shock absorber which are arranged in parallel;
a coupling module configured to couple the vibration model and a deceleration strip model, wherein vibration of the vibration model caused by a road unevenness signal of the deceleration strip model includes bouncing of the suspension impact stopper and the wheel off the ground;
and the output module is configured to acquire a smoothness test result corresponding to the smoothness parameter.
7. The apparatus of claim 6, wherein the smoothness parameter comprises: the suspension system comprises wheel mass, vehicle body mass, spring stiffness, damper damping coefficient, wheel stiffness, limiting block stiffness and suspension dynamic deflection limiting stroke.
8. The device according to claim 6, wherein the shape of the cross section of the speed-reducing belt in the speed-reducing belt model is any one of a sinusoidal cross section, a circular arc cross section and a trapezoidal cross section.
9. The apparatus of claim 6, wherein the displacement force of the spring when the suspension hits the stop is expressed as:
wherein k is2Is the spring rate; k is a radical of22The rigidity of the limiting block is provided; h, suspension dynamic deflection limit stroke; z1Is the vertical displacement of the wheel; z2Is the vertical displacement of the vehicle body.
10. The apparatus of claim 6, wherein when the wheel jumps off the ground, the displacement force of the wheel is expressed as:
wherein k is1As the wheel stiffness; z1Is the vertical displacement of the wheel; q is the road surface unevenness; Δ S is the vertical deflection of the wheel at the static balance point on the road surface; m is2Is the wheel mass; m is1The vehicle body mass.
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