CN112270069A - Method, apparatus, medium, and device for determining wheel load of simulated vehicle - Google Patents

Method, apparatus, medium, and device for determining wheel load of simulated vehicle Download PDF

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CN112270069A
CN112270069A CN202011051794.6A CN202011051794A CN112270069A CN 112270069 A CN112270069 A CN 112270069A CN 202011051794 A CN202011051794 A CN 202011051794A CN 112270069 A CN112270069 A CN 112270069A
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陶伟男
吴年
鲍世强
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Everything Mirror Beijing Computer System Co ltd
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Beijing Wuyi Vision Digital Twin Technology Co ltd
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Abstract

The present disclosure relates to a method, apparatus, medium, and device for determining wheel loads of a simulated vehicle to quickly and accurately determine wheel loads. The method comprises the following steps: acquiring a vehicle body roll angle, a historical wheel load of each wheel, a lateral force of each wheel and a longitudinal force of each wheel of the simulated vehicle at a historical simulation moment; determining a roll moment, a pitch moment and a yaw moment to be acted on the simulated vehicle according to the roll angle of the vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel; acting the roll moment, the pitch moment and the yaw moment on the center of mass of the simulated vehicle at a target simulation moment, wherein the target simulation moment is the next simulation moment of the historical simulation moment; acquiring the wheel jumping quantity of each wheel at the target simulation moment; and determining the wheel load of each wheel at the target simulation moment according to the wheel jumping quantity of each wheel.

Description

Method, apparatus, medium, and device for determining wheel load of simulated vehicle
Technical Field
The present disclosure relates to the field of vehicle simulation, and in particular, to a method, apparatus, medium, and device for determining wheel loads of a simulated vehicle.
Background
Virtual simulation of a three-dimensional scene is an important link for verification of an automatic driving algorithm. In a three-dimensional simulation scene, the dynamics of a vehicle needs to be accurately simulated, namely corresponding motions conforming to the characteristics of the actual vehicle are generated according to an accelerator, a brake and a steering, and corresponding dynamics calculation is carried out. In dynamic calculation, wheel loads have a certain influence on vehicle movement, and therefore, the loads of the wheels of the vehicle under various working conditions need to be accurately determined. In the related art, the dynamic load (obtained by acceleration) is generally combined on the basis of the static load to obtain the wheel load. However, this method can only obtain more accurate results on a flat road, and cannot adapt to a road with a slope and undulation. In a three-dimensional simulation scene, real road surface data is often needed to carry out three-dimensional modeling, the road surface necessarily comprises gradient, fluctuation and the like, and if the method is still adopted to calculate the wheel load, the problem of insufficient accuracy exists.
Disclosure of Invention
An object of the present disclosure is to provide a method, apparatus, medium, and device for determining a wheel load of a simulated vehicle to quickly and accurately determine the wheel load.
In order to achieve the above object, according to a first aspect of the present disclosure, there is provided a method of determining wheel loads of a simulated vehicle, comprising:
acquiring a vehicle body roll angle, a historical wheel load of each wheel, a lateral force of each wheel and a longitudinal force of each wheel of the simulated vehicle at a historical simulation moment;
determining a roll moment, a pitch moment and a yaw moment to be acted on the simulated vehicle according to the roll angle of the vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
acting the roll moment, the pitch moment and the yaw moment on the center of mass of the simulated vehicle at a target simulation moment, wherein the target simulation moment is the next simulation moment of the historical simulation moment;
the wheel jumping amount of each wheel at the target simulation moment is obtained and used for representing the jumping state of the wheel relative to the vehicle body;
and determining the wheel load of each wheel at the target simulation moment according to the wheel jumping quantity of each wheel.
Alternatively, determining a roll moment, a pitch moment and a yaw moment to be applied to the simulated vehicle from the roll angle of the vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel, includes:
determining the roll moment to be acted on the simulated vehicle according to a first height of a centroid of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, the sum of the roll angle rigidity of a front suspension anti-roll rod and a rear suspension anti-roll rod of the simulated vehicle, the wheel track of the simulated vehicle, the vehicle body roll angle, the historical wheel load of each wheel and the lateral force of each wheel;
determining a pitching moment to be acted on the simulated vehicle according to a third height of a suspension frame pitching center of the simulated vehicle from the ground, a first distance of a center of mass of the simulated vehicle from a front axle, a second distance of the center of mass of the simulated vehicle from a rear axle, a first height, a historical wheel load of each wheel and a longitudinal force of each wheel;
and determining the yaw moment to be acted on the simulated vehicle according to the wheel track, the first distance, the second distance, the lateral force of each wheel and the longitudinal force of each wheel.
Optionally, determining the roll moment to be acted on the simulated vehicle according to a first height of the barycenter of the simulated vehicle from the ground, a second height of the roll center of the simulated vehicle from the ground, the sum of the roll angle rigidity of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle, the wheel track of the simulated vehicle, the roll angle of the vehicle body, the historical wheel load of each wheel and the lateral force of each wheel, comprises:
the roll moment M to be applied to the simulated vehicle is calculated according to the following formulax：
Figure BDA0002709795660000021
Wherein, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4To simulate the lateral force, h, of the right rear wheel of a vehiclegIs a first height, hrollIs a second height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4To simulate the historical wheel load of the right rear wheel of a vehicle, W is the track width, ksumThe rigidity sum of the roll angles of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle is shown, and phi is the roll angle of the vehicle body.
Optionally, determining a pitch moment to be acted on the simulated vehicle according to a third height of the simulated vehicle suspension pitch center from the ground, a first distance of the center of mass of the simulated vehicle from the front axle, a second distance of the center of mass of the simulated vehicle from the rear axle, the first height, a historical wheel load of each wheel, and a longitudinal force of each wheel, comprises:
the pitching moment M to be applied to the simulated vehicle is calculated according to the following formulay：
My＝(Fx1+Fx2+Fx3+Fx4)*(hg-hpitch)+(Fz3+Fz4)*b-(Fz1+Fz2)*a
Wherein, Fx1To simulate the longitudinal force of the left front wheel of a vehicle, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4To simulate the longitudinal force of the right rear wheel of a vehicle, hgIs a first height, hpitchIs a third height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4For simulating the right rear of a vehicleThe historical wheel load of the wheel, a being the first distance, b being the second distance.
Optionally, determining a yaw moment to be applied to the simulated vehicle based on the wheel track, the first distance, the second distance, the lateral force of each wheel, and the longitudinal force of each wheel, comprises:
the yaw moment M to be applied to the simulated vehicle is calculated according to the following formulaz：
Figure BDA0002709795660000031
Wherein, Fx1To simulate the longitudinal force of the left front wheel of a vehicle, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4For simulating the longitudinal force of the right rear wheel of a vehicle, W is the track width, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4In order to simulate the lateral force of the right rear wheel of the vehicle, a is a first distance, and b is a second distance.
Optionally, the obtaining the wheel hop amount of each wheel at the target simulation moment comprises:
determining a target connection point of a target wheel and a vehicle body at a target simulation moment, wherein the target wheel is any wheel of a simulated vehicle;
emitting rays towards the center of a target wheel through a target connecting point, and determining a first length of the rays;
and determining the wheel bounce amount of the target wheel according to the first length and a second length corresponding to the target wheel, wherein when the simulated vehicle is in a static state, the length of a ray emitted to the center of the target wheel through the target connecting point is the second length.
Optionally, determining the wheel load of each wheel at the target simulation moment according to the wheel bounce amount of each wheel comprises:
calculating the wheel load of the wheel n of the simulated vehicle at the target simulation moment according to the following formulaLotus Fz(n)：
Fz(n)＝Fz0(n)+k(n)*x(n)+c(n)*x'(n)+m(n)*x”(n)
Wherein, Fz0(n) is the wheel load of the wheel n when the simulated vehicle is static, k (n) is the suspension spring stiffness corresponding to the wheel n, x (n) is the wheel jumping amount of the wheel n, c (n) is the suspension damping corresponding to the wheel n, x' (n) is the wheel jumping speed of the wheel n, m (n) is the mass shared by the wheel n when the simulated vehicle is static, and x "(n) is the wheel jumping acceleration of the wheel n.
According to a second aspect of the present disclosure, there is provided an apparatus for determining wheel loads of a simulated vehicle, comprising:
the first acquisition module is used for acquiring the roll angle of the vehicle body of the simulated vehicle at the historical simulation moment, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
the vehicle-mounted simulation system comprises a first determining module, a second determining module and a control module, wherein the first determining module is used for determining the roll moment, the pitch moment and the yaw moment to be acted on the simulation vehicle according to the roll angle of a vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
the moment acting module is used for acting the roll moment, the pitch moment and the yaw moment on the center of mass of the simulated vehicle at a target simulation moment, wherein the target simulation moment is the next simulation moment of the historical simulation moment;
the second acquisition module is used for acquiring the wheel jumping quantity of each wheel at the target simulation moment, and the wheel jumping quantity is used for representing the jumping state of the wheel relative to the vehicle body;
and the second determination module is used for determining the wheel load of each wheel at the target simulation moment according to the wheel jumping amount of each wheel.
Optionally, the first determining module includes:
the first determining submodule is used for determining the roll moment to be acted on the simulated vehicle according to a first height of a centroid of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, the sum of the roll angle rigidity of a front suspension anti-roll rod and a rear suspension anti-roll rod of the simulated vehicle, the wheel track of the simulated vehicle, the vehicle body roll angle, the historical wheel load of each wheel and the lateral force of each wheel;
the second determining submodule is used for determining the pitching moment to be acted on the simulated vehicle according to the third height of the suspension trim center of the simulated vehicle from the ground, the first distance of the center of mass of the simulated vehicle from the front axle, the second distance of the center of mass of the simulated vehicle from the rear axle, the first height, the historical wheel load of each wheel and the longitudinal force of each wheel;
and the third determining submodule is used for determining the yaw moment to be acted on the simulated vehicle according to the wheel distance, the first distance, the second distance, the lateral force of each wheel and the longitudinal force of each wheel.
Optionally, the first determination submodule is configured to calculate the roll moment M to be applied to the simulated vehicle according to the following formulax：
Figure BDA0002709795660000051
Wherein, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4To simulate the lateral force, h, of the right rear wheel of a vehiclegIs a first height, hrollIs a second height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4To simulate the historical wheel load of the right rear wheel of a vehicle, W is the track width, ksumThe rigidity sum of the roll angles of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle is shown, and phi is the roll angle of the vehicle body.
Optionally, the second determination submodule is used for calculating the pitching moment M to be applied to the simulated vehicle according to the following formulay：
My＝(Fx1+Fx2+Fx3+Fx4)*(hg-hpitch)+(Fz3+Fz4)*b-(Fz1+Fz2)*a
Wherein, Fx1To simulate the longitudinal force of the left front wheel of a vehicle, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4To simulate the longitudinal force of the right rear wheel of a vehicle, hgIs a first height, hpitchIs a third height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4To simulate the historical wheel load of the right rear wheel of the vehicle, a is a first distance and b is a second distance.
Optionally, the third determining submodule is used for calculating the yaw moment M to be acted on the simulated vehicle according to the following formulaz：
Figure BDA0002709795660000061
Wherein, Fx1To simulate the longitudinal force of the left front wheel of a vehicle, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4For simulating the longitudinal force of the right rear wheel of a vehicle, W is the track width, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4In order to simulate the lateral force of the right rear wheel of the vehicle, a is a first distance, and b is a second distance.
Optionally, the second obtaining module includes:
the fourth determining submodule is used for determining a target connecting point of a target wheel and a vehicle body at the target simulation moment, wherein the target wheel is any wheel of the simulated vehicle;
the fifth determining submodule is used for emitting rays to the direction of the center of the target wheel through the target connecting point and determining the first length of the rays;
and the sixth determining submodule is used for determining the wheel jumping quantity of the target wheel according to the first length and the second length corresponding to the target wheel, wherein the length of a ray emitted to the center of the target wheel through the target connecting point is the second length when the simulated vehicle is in a static state.
Optionally, the second determination module is configured to calculate a wheel load F of a wheel n of the simulated vehicle at the target simulation time according to the following formulaz(n)：
Fz(n)＝Fz0(n)+k(n)*x(n)+c(n)*x'(n)+m(n)*x”(n)
Wherein, Fz0(n) is the wheel load of the wheel n when the simulated vehicle is static, k (n) is the suspension spring stiffness corresponding to the wheel n, x (n) is the wheel jumping amount of the wheel n, c (n) is the suspension damping corresponding to the wheel n, x' (n) is the wheel jumping speed of the wheel n, m (n) is the mass shared by the wheel n when the simulated vehicle is static, and x "(n) is the wheel jumping acceleration of the wheel n.
According to a third aspect of the present disclosure, there is provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of the first aspect of the present disclosure.
According to a fourth aspect of the present disclosure, there is provided an electronic device comprising:
a memory having a computer program stored thereon;
a processor for executing a computer program in a memory to carry out the steps of the method provided by the first aspect of the disclosure.
Through the technical scheme, the vehicle body roll angle, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel of the simulation vehicle at the historical simulation moment are obtained, the roll moment, the pitch moment and the yaw moment which are acted on the simulation vehicle are determined according to the vehicle body roll angle, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel, the roll moment, the pitch moment and the yaw moment are acted on the center of mass of the simulation vehicle at the target simulation moment, the wheel jumping amount of each wheel at the target simulation moment is obtained at the same time, and the wheel load of each wheel at the target simulation moment is determined according to the wheel jumping amount of each wheel. And the target simulation moment is the next simulation moment of the historical simulation moments, and the wheel jumping amount is used for representing the jumping state of the wheel relative to the vehicle body. Thus, the pitch moment, roll moment and yaw moment acting on the centroid are calculated from the wheel load, lateral force, longitudinal force and vehicle body roll angle at the previous simulation time, the wheel bounce amount is determined, and the wheel load is determined from the wheel bounce amount. The wheel jumping amount can reflect the information of the fluctuation of the road surface, the accuracy of the calculation of the vehicle load can be ensured, in addition, the information of the road surface gradient and the like does not need to be additionally obtained when the wheel load is calculated, the calculation is simple, and the calculation resources can be saved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
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The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of a method of determining wheel loads of a simulated vehicle provided according to one embodiment of the present disclosure;
FIG. 2 is an exemplary top view of a simulated vehicle in a method of determining wheel loads of the simulated vehicle provided in accordance with the present disclosure;
FIG. 3 is an exemplary rear view of a simulated vehicle in a method of determining wheel loads of the simulated vehicle provided in accordance with the present disclosure;
FIG. 4 is an exemplary schematic diagram of simulated vehicle moments in a method of determining wheel loads of a simulated vehicle provided in accordance with the present disclosure;
FIG. 5 is an exemplary right side view of a simulated vehicle in a method of determining wheel loads of the simulated vehicle provided in accordance with the present disclosure;
FIG. 6 is a block diagram of an apparatus for determining wheel loads of a simulated vehicle provided in accordance with one embodiment of the present disclosure;
FIG. 7 is a block diagram illustrating an electronic device in accordance with an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
As described in the background, virtual simulation of three-dimensional scenes is an important link in automated driving algorithm verification. In a simulation scene, the iteration of the algorithm is accelerated by testing the reliability of the automatic driving algorithm under different working conditions (weather, road network, traffic flow and the like), and the cost is reduced by replacing part of real road tests, so that the degree that the simulation scene is close to the real world is particularly important. In a simulation scene, the dynamics of a vehicle needs to be accurately simulated, and excessive computing resources are avoided from being consumed by dynamics computation, so that the traditional dynamics software CarSim and the like are accurate in computation, but complex in computation and cannot meet the requirement of rapid testing.
In the dynamic calculation, the wheel load influences the calculation of the lateral force and the longitudinal force of the tire, and further influences the movement of the vehicle, so the accuracy of the wheel load under the working conditions of acceleration and deceleration, turning, climbing and the like of the vehicle is ensured, and the simulation accuracy is ensured. In the related art, the wheel load is obtained by superposing the dynamic load on the basis of the static load, and the wheel load has high accuracy and applicability on a flat road, but as described above, in a three-dimensional simulation scene, the road should be close to the real road surface of the real world, and the real road surface generally comprises a slope, micro-fluctuation and the like, and if the wheel load is calculated by adopting the method, the accuracy is not high. However, in order to improve the accuracy, it is necessary to obtain information such as road surface gradient corresponding to the contact point between each wheel and the ground by a series of relatively complicated methods, and even if a series of information such as road surface gradient is obtained, the influence of the ground undulation on the wheel load is still difficult to process. In addition, some calculation engines (for example, the physical operation engine PhysX) exist at present, which take into account the influence of road surface fluctuation on wheel load, but lack consideration on the vehicle dynamics (for example, the roll center of the vehicle, etc.) itself. Therefore, in the three-dimensional simulation scene, the road surface condition, the vehicle dynamics, and the data processing speed cannot be considered at the same time when the wheel load is determined.
In order to solve the above technical problems, the present disclosure provides a method, an apparatus, a medium, and a device for determining a wheel load of a simulated vehicle, which are capable of determining a wheel load under the influence of a rough road surface and are simple in calculation.
FIG. 1 is a flow chart of a method of determining wheel loads of a simulated vehicle provided according to one embodiment of the present disclosure. As shown in fig. 1, the method may include the steps of:
in step 11, acquiring a vehicle body roll angle of the simulated vehicle at the historical simulation moment, historical wheel load of each wheel, lateral force of each wheel and longitudinal force of each wheel;
in step 12, determining a roll moment, a pitch moment and a yaw moment to be applied to the simulated vehicle according to the roll angle of the vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
in step 13, acting the roll moment, the pitch moment and the yaw moment on the mass center of the simulated vehicle at the target simulation moment;
in step 14, obtaining the wheel bounce amount of each wheel at the target simulation moment;
in step 15, the wheel load of each wheel at the target simulation time is determined based on the wheel bounce amount of each wheel.
And the target simulation moment is the next simulation moment of the historical simulation moments. Briefly, the present disclosure provides a solution capable of determining a roll moment, a pitch moment, and a yaw moment to be applied to a simulated vehicle from data such as a wheel load, a lateral force, a longitudinal force, and the like of each wheel in a previous simulation time, and determining a wheel load of each wheel in a next simulation time from a wheel bounce amount of each wheel after the application. That is, if it is necessary to determine the wheel load at which simulation time, the simulation time may be set as the target simulation time, and the wheel load at the simulation time may be determined as in steps 11 to 15. Thus, according to the method provided by the present disclosure, the wheel load of each wheel at each simulation instant can be determined continuously.
The wheel runout amount may be indicative of a runout state of the wheel relative to the vehicle body. The vehicle body is connected with four wheels through the suspension, the suspension can be equivalent to a spring (rigidity) and a damping, when the vehicle runs, the wheels are used as rigid bodies and are always kept in contact with a road surface, and due to the reasons of uneven road surface, braking and the like, the suspension can have elastic deformation to relieve impact brought by the ground, so that if the vehicle body is used as a reference object, the wheels can jump up and down relative to the vehicle body, and the degree of the up-and-down jumping can be reflected through the jumping quantity of the wheels. Therefore, the wheel runout amount can reflect information of the road surface undulation. Further, the wheel load calculated from the wheel runout amount takes into account the influence of the road surface undulation on the wheel load, that is, the wheel load is calculated while taking into account the road surface undulation.
Through the scheme, the vehicle body roll angle, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel of the simulated vehicle at the historical simulation moment are obtained, the roll moment, the pitch moment and the yaw moment which are acted on the simulated vehicle are determined according to the vehicle body roll angle, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel, the roll moment, the pitch moment and the yaw moment are acted on the center of mass of the simulated vehicle at the target simulation moment, the wheel jumping amount of each wheel at the target simulation moment is obtained at the same time, and the wheel load of each wheel at the target simulation moment is determined according to the wheel jumping amount of each wheel. And the target simulation moment is the next simulation moment of the historical simulation moments, and the wheel jumping amount is used for representing the jumping state of the wheel relative to the vehicle body. Thus, the pitch moment, roll moment and yaw moment acting on the centroid are calculated from the wheel load, lateral force, longitudinal force and vehicle body roll angle at the previous simulation time, the wheel bounce amount is determined, and the wheel load is determined from the wheel bounce amount. The wheel jumping amount can reflect the information of the fluctuation of the road surface, the accuracy of the calculation of the vehicle load can be ensured, in addition, the information of the road surface gradient and the like does not need to be additionally obtained when the wheel load is calculated, the calculation is simple, and the calculation resources can be saved.
First, the concept and data used in the above steps will be briefly described. The relevant data used in the method disclosed herein can be obtained directly through a Physx physical system or indirectly through calculation.
In the present disclosure, the stress analysis of the body of the simulated vehicle is based on a vehicle coordinate system, and generally, a three-dimensional rectangular coordinate system established by using the centroid of the simulated vehicle as a coordinate origin is used as the vehicle coordinate system. The direction of the vehicle forward is defined as the positive X-axis direction, the direction toward the left side of the vehicle body is defined as the positive Y-axis direction, and the direction perpendicular to the plane formed by the X-axis and the Y-axis and extending upward from the ground is defined as the positive Z-axis direction. The force applied to the wheel in the X-axis direction is referred to as a longitudinal force, the force applied to the wheel in the Y-axis direction is referred to as a lateral force, and the force applied to the wheel in the Z-axis direction is referred to as a vertical force (i.e., a wheel load).
Fig. 2 shows a top view of the simulated vehicle, the right side of the graph in fig. 2 representing the front of the simulated vehicle and the left side of the graph representing the rear of the simulated vehicle. As can be seen from fig. 2, the vehicle coordinate system uses the centroid O of the simulated vehicle as the origin, the X-axis uses the vehicle forward direction as the positive direction, the Y-axis uses the direction pointing to the left side of the vehicle body as the positive direction, and the Z-axis is not shown, but it is easy to know that the Z-axis uses the direction outward from the plane of the vertical figure as the positive direction. In fig. 2, wheel _1, wheel _2, wheel _3, and wheel _4 respectively represent four wheels of the simulated vehicle, which are a front left wheel, a front right wheel, a rear left wheel, and a rear right wheel in this order, and F is the same as Fx1、Fx2、Fx3、Fx4Can respectively represent the longitudinal force of each wheel, Fy1、Fy2、Fy3、Fy4The lateral force of each wheel can be represented separately.
In one possible embodiment, step 12 may include the steps of:
determining the roll moment to be acted on the simulated vehicle according to a first height of a centroid of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, the sum of the roll angle rigidity of a front suspension anti-roll rod and a rear suspension anti-roll rod of the simulated vehicle, the wheel track of the simulated vehicle, the vehicle body roll angle, the historical wheel load of each wheel and the lateral force of each wheel;
determining a pitching moment to be acted on the simulated vehicle according to a third height of a suspension frame pitching center of the simulated vehicle from the ground, a first distance of a center of mass of the simulated vehicle from a front axle, a second distance of the center of mass of the simulated vehicle from a rear axle, a first height, a historical wheel load of each wheel and a longitudinal force of each wheel;
and determining the yaw moment to be acted on the simulated vehicle according to the wheel track, the first distance, the second distance, the lateral force of each wheel and the longitudinal force of each wheel.
In the simulation scenario, the relevant data used in the above steps are all available directly, for example, directly through the PhysX physical system.
For example, the positions of the center of mass, the roll center, the pitch center, the front axle of the simulated vehicle, the rear axle of the simulated vehicle, and the ground on which the simulated vehicle is located can all be directly determined, such that the first height, the second height, the third height, the first distance, and the second distance can be directly obtained. The roll angle rigidity of the front suspension anti-roll bar, the roll angle rigidity of the rear suspension anti-roll bar and the wheel track of the simulated vehicle belong to the properties of the simulated vehicle, and can also be directly obtained, wherein the roll angle rigidity of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle are simply added to obtain the sum of the roll angle rigidity of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle. In addition, the historical wheel load of each wheel, the lateral force of each wheel, the longitudinal force of each wheel and the roll angle of the vehicle body can be directly obtained through a Physx physical system.
As shown in fig. 2, W is the track width, a is the first distance, and b is the second distance. FIG. 3 shows a rear view of a simulated vehicle, where O is the center of mass, O' is the roll center, Φ is the body roll angle, hgIs as followsA height hrollIs the second height.
After the corresponding data is obtained, the roll moment, the pitch moment and the yaw moment to be applied to the simulated vehicle can be respectively determined in the manner described in the above steps. Wherein the roll moment MxPitching moment MySum yaw moment MzCan be seen in fig. 4.
For example, the roll moment M to be applied to the simulated vehicle may be calculated as followsx：
Figure BDA0002709795660000131
Wherein, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4To simulate the lateral force, h, of the right rear wheel of a vehiclegIs a first height, hrollIs a second height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4To simulate the historical wheel load of the right rear wheel of a vehicle, W is the track width, ksumThe rigidity sum of the roll angles of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle is shown, and phi is the roll angle of the vehicle body.
By the mode, when the roll moment is calculated, the influence of the anti-roll rod and the roll center on the movement of the vehicle body is considered, the wheel load calculation on the rough road is facilitated, and the accuracy of the wheel load is ensured.
For example, the pitching moment M to be applied to the simulated vehicle may be calculated as followsy：
My＝(Fx1+Fx2+Fx3+Fx4)*(hg-hpitch)+(Fz3+Fz4)*b-(Fz1+Fz2)*a
Wherein, Fx1For simulating the left front wheel of a vehicleLongitudinal force, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4To simulate the longitudinal force of the right rear wheel of a vehicle, hgIs a first height, hpitchIs a third height, Fz1To simulate the historical wheel load of the left front wheel of the vehicle, Fz2To simulate the historical wheel load of the right front wheel of the vehicle, Fz3To simulate the historical wheel load of the left and rear wheels of a vehicle, Fz4To simulate the historical wheel load of the right rear wheel of the vehicle, a is a first distance and b is a second distance.
For example, the yaw moment M to be applied to the simulated vehicle may be calculated as followsz：
Figure BDA0002709795660000141
Wherein, Fx1To simulate the longitudinal force of the left front wheel of a vehicle, Fx2To simulate the longitudinal force of the right front wheel of a vehicle, Fx3To simulate the longitudinal forces of the left rear wheel of a vehicle, Fx4For simulating the longitudinal force of the right rear wheel of a vehicle, W is the track width, Fy1To simulate lateral forces of the left front wheel of a vehicle, Fy2To simulate the lateral forces of the right front wheel of a vehicle, Fy3To simulate lateral forces of the left rear wheel of a vehicle, Fy4In order to simulate the lateral force of the right rear wheel of the vehicle, a is a first distance, and b is a second distance.
Through the mode, in the process of determining the wheel load, the influence of the road surface fluctuation on the wheel load is considered, and meanwhile, the influence of the roll center and the pitch center is also considered when the stress of the whole vehicle is analyzed, so that a better simulation effect can be achieved.
After determining the roll moment, pitch moment and yaw moment to be applied to the simulated vehicle, step 13 may be executed, and at the target simulation time, the roll moment, pitch moment and yaw moment are simultaneously applied to the center of mass of the simulated vehicle. Meanwhile, the Physx physical engine is able to resolve the rotational motion of the vehicle body from moments applied to the center of mass. When the vehicle body is affected by the roll moment and/or the pitch moment, the relative position of the wheels and the vehicle body changes, and the change can be represented by the wheel bounce amount, so step 14 can be executed to obtain the wheel bounce amount of each wheel at the target simulation moment.
In one possible embodiment, step 14 may include the steps of:
determining a target connection point of a target wheel and a vehicle body at a target simulation moment, wherein the target wheel is any wheel of a simulated vehicle;
emitting rays towards the center of a target wheel through a target connecting point, and determining a first length of the rays;
and determining the wheel bounce amount of the target wheel according to the first length and the second length corresponding to the target wheel.
When the simulated vehicle is in a static state, the length of a ray emitted to the direction of the center of the target wheel through the target connecting point is a second length.
As previously described, the vehicle body is connected to four wheels by means of a suspension, which can be equivalent to a spring (stiffness) and a damper, and the wheels, as rigid bodies, are always in contact with the road surface under the PhysX physical system.
In one possible embodiment, when determining the target connection point, a ground normal vector of the target wheel ground point may be determined first, and a straight line passing through the center of the target wheel and coinciding with the normal vector may be constructed, and an intersection of the straight line and the vehicle body may be used as the target connection point.
After the target attachment point is determined, a ray (e.g., Raycast ray) may be first directed through the target attachment point toward the center of the target wheel and a first length of the ray may be determined. Because the ray is blocked by the ground after being emitted from the target connecting point, the length of the ray can represent the distance between the target connecting point and the ground, and further reflect the bouncing state of the target wheel of the wheel compared with the vehicle body. Wherein, after the radiation emitted from the target connection point is blocked by the ground surface, an irradiation point (hereinafter referred to as a first irradiation point) is formed on the ground surface, and the first length is actually the distance between the target connection point and the first irradiation point. It is appreciated that the first length can be indicative of a distance of the target wheel relative to the simulated vehicle body at the target simulation time.
In addition, when the simulated vehicle is in a static state, a ray can be emitted towards the direction of the target wheel through the target connecting point, and the length of the ray is determined as the second length. As in the foregoing principle, when the simulated vehicle is in a stationary state, a radiation point (hereinafter referred to as a second radiation point) is formed on the ground after the radiation emitted from the target connection point is blocked by the ground, and the second length is actually a distance between the target connection point and the second radiation point. It will be appreciated that the second length is capable of characterizing the distance of the target wheel relative to the body of the simulated vehicle at rest, i.e. the distance of the target wheel relative to the body of the simulated vehicle without the influence of road undulations.
Therefore, further, the wheel hop amount of the target wheel can be determined by the first length and the second length. For example, the difference between the first length and the second length may be used as the wheel hop amount of the target wheel.
In practical applications, each wheel of the simulated vehicle can be taken as a target wheel, and the above-mentioned correlation steps are performed to determine the wheel bounce amount of each wheel at the target simulation time.
When the vehicle body is affected by the roll moment and/or the pitch moment, the length of the ray emitted from the vehicle body (namely, the target connecting point) to the ground is changed, and when the road surface has undulation, the length of the ray is also changed, so that the change of the length of the ray (namely, the change of the first length relative to the second length), namely, the wheel bounce amount of the target wheel can reflect the influence of the transverse and longitudinal acceleration and the road surface undulation on the wheel load.
Fig. 5 shows a right side view of the simulated vehicle, where Raycast denotes the emitted ray, the solid circular line part is the position where the wheel is actually located at the target simulation time, and the dotted line part is the initial position of the wheel, i.e., the position where the wheel should be located in the state where the simulated vehicle is stationary, and thus the part corresponding to jounce is the wheel runout amount, as shown in fig. 5.
Through the mode, the wheel jumping amount of the wheel is determined in a ray emitting mode, the wheel jumping amount can be determined simply and quickly, and further the wheel jumping amount can be applied to the calculation of the wheel load quickly. In addition, because the road surface is always in contact with the wheels, the influence of the fluctuation of the road surface can be fully considered through the wheel load obtained by calculating the wheel bounce amount, and the information such as the slope of the road surface and the like does not need to be additionally obtained through a complex mode, so that the wheel load can be accurately and quickly determined.
After the wheel bounce amount of each wheel is determined, step 15 may be executed to determine the wheel load of each wheel at the target simulation time according to the wheel bounce amount of each wheel.
For example, the wheel load F of the wheel n of the simulated vehicle at the target simulation time may be calculated as followsz(n)：
Fz(n)＝Fz0(n)+k(n)*x(n)+c(n)*x'(n)+m(n)*x”(n)
Wherein, Fz0(n) is the wheel load of the wheel n when the simulated vehicle is static, k (n) is the suspension spring stiffness corresponding to the wheel n, x (n) is the wheel jumping amount of the wheel n, c (n) is the suspension damping corresponding to the wheel n, x' (n) is the wheel jumping speed of the wheel n, m (n) is the mass shared by the wheel n when the simulated vehicle is static, and x "(n) is the wheel jumping acceleration of the wheel n.
The determination of each data in the above formula can be referred to as follows:
when the wheel n is the left front wheel or the right front wheel:
Figure BDA0002709795660000171
Figure BDA0002709795660000172
when the wheel n is a left rear wheel or a right rear wheel:
Figure BDA0002709795660000173
Figure BDA0002709795660000174
where a is the first distance, b is the second distance, m is the total mass of the simulated vehicle (directly available), and g is the acceleration of gravity.
The wheel bounce amount x (n) of the wheel n can be obtained by (a first length corresponding to the wheel n-a second length corresponding to the wheel n), the suspension spring stiffness k (n) corresponding to the wheel n can be directly obtained, the suspension damping c (n) corresponding to the wheel n can be directly obtained, the wheel bounce speed x' (n) of the wheel n can be obtained by calculating a first derivative of x (n), and the wheel bounce acceleration x "(n) of the wheel n can be obtained by calculating a second derivative of x (n).
By referring to the above manner, the wheel load of each wheel of the simulated vehicle at the target simulation time can be determined.
FIG. 6 is a block diagram of an apparatus for determining wheel loads of a simulated vehicle provided in accordance with one embodiment of the present disclosure. As shown in fig. 6, the apparatus 60 may include:
the first acquisition module 61 is used for acquiring the roll angle of the simulated vehicle at the historical simulation moment, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
a first determination module 62 for determining a roll moment, a pitch moment and a yaw moment to be applied to the simulated vehicle based on the body roll angle, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
a moment acting module 63, configured to act the roll moment, the pitch moment, and the yaw moment on a centroid of the simulated vehicle at a target simulation time, where the target simulation time is a next simulation time of the historical simulation time;
a second obtaining module 64, configured to obtain a wheel runout amount of each wheel at the target simulation time, where the wheel runout amount is used to characterize a runout state of the wheel relative to a vehicle body;
and a second determining module 65, configured to determine a wheel load of each wheel at the target simulation time according to the wheel bounce amount of each wheel.
Optionally, the first determining module 62 includes:
a first determination submodule for determining a roll moment to be applied to the simulated vehicle based on a first height of a centroid of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, a sum of roll angle rigidities of a front suspension anti-roll bar and a rear suspension anti-roll bar of the simulated vehicle, a wheel pitch of the simulated vehicle, the vehicle body roll angle, the historical wheel load of each wheel, and a lateral force of each wheel;
a second determining submodule for determining a pitch moment to be applied to the simulated vehicle based on a third height of a center of a suspension pitch of the simulated vehicle from the ground, a first distance of a center of mass of the simulated vehicle from a front axle, a second distance of the center of mass of the simulated vehicle from a rear axle, the first height, the historical wheel load of each wheel, and a longitudinal force of each wheel;
and the third determining submodule is used for determining a yaw moment to be acted on the simulated vehicle according to the wheel distance, the first distance, the second distance, the lateral force of each wheel and the longitudinal force of each wheel.
Optionally, the first determination submodule is configured to calculate a roll moment M to be applied to the simulated vehicle according to the following formulax：
Figure BDA0002709795660000181
Wherein, Fy1For simulating the lateral force of the left front wheel of the vehicle, Fy2Lateral force for the right front wheel of the simulated vehicle, Fy3For simulating the lateral force of the left rear wheel of the vehicle, Fy4For the simulated vehicleLateral force of the right rear wheel, hgIs the first height, hrollIs said second height, Fz1For the historical wheel load of the left front wheel of the simulated vehicle, Fz2Historical wheel loads for the right front wheel of the simulated vehicle, Fz3For the historical wheel load of the left rear wheel of the simulated vehicle, Fz4Is the historical wheel load of the right rear wheel of the simulated vehicle, W is the wheel track, ksumThe sum of the roll angle rigidity of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle, wherein phi is the roll angle of the vehicle body.
Optionally, the second determination submodule is configured to calculate the pitching moment M to be applied to the simulated vehicle according to the following formulay：
My＝(Fx1+Fx2+Fx3+Fx4)*(hg-hpitch)+(Fz3+Fz4)*b-(Fz1+Fz2)*a
Wherein, Fx1For simulating the longitudinal force of the left front wheel of the vehicle, Fx2Longitudinal force for the right front wheel of said simulated vehicle, Fx3For simulating the longitudinal force of the left rear wheel of the vehicle, Fx4Is the longitudinal force, h, of the right rear wheel of the simulated vehiclegIs the first height, hpitchIs said third height, Fz1For the historical wheel load of the left front wheel of the simulated vehicle, Fz2Historical wheel loads for the right front wheel of the simulated vehicle, Fz3For the historical wheel load of the left rear wheel of the simulated vehicle, Fz4And a is the first distance, and b is the second distance.
Optionally, the third determination submodule is configured to calculate a yaw moment M to be applied to the simulated vehicle according to the following formulaz：
Figure BDA0002709795660000191
Wherein, Fx1For the longitudinal force of the left front wheel of the simulated vehicle,Fx2longitudinal force for the right front wheel of said simulated vehicle, Fx3For simulating the longitudinal force of the left rear wheel of the vehicle, Fx4Is the longitudinal force of the right rear wheel of the simulated vehicle, W is the track width, Fy1For simulating the lateral force of the left front wheel of the vehicle, Fy2Lateral force for the right front wheel of the simulated vehicle, Fy3For simulating the lateral force of the left rear wheel of the vehicle, Fy4And a is the lateral force of the right rear wheel of the simulated vehicle, a is the first distance, and b is the second distance.
Optionally, the second obtaining module 64 includes:
the fourth determining submodule is used for determining a target connecting point of a target wheel and a vehicle body at the target simulation moment, wherein the target wheel is any wheel of the simulated vehicle;
a fifth determining submodule, configured to emit a ray in a direction toward a center of the target wheel through the target connection point, and determine a first length of the ray;
and the sixth determining submodule is used for determining the wheel bounce amount of the target wheel according to the first length and a second length corresponding to the target wheel, wherein when the simulated vehicle is in a static state, the length of a ray emitted to the center of the target wheel through the target connecting point is the second length.
Optionally, the second determination module 65 is configured to calculate the wheel load F of the wheel n of the simulated vehicle at the target simulation time according to the following formulaz(n)：
Fz(n)＝Fz0(n)+k(n)*x(n)+c(n)*x'(n)+m(n)*x”(n)
Wherein, Fz0(n) is the wheel load of the wheel n when the simulated vehicle is static, k (n) is the suspension spring stiffness corresponding to the wheel n, x (n) is the wheel bounce amount of the wheel n, c (n) is the suspension damping corresponding to the wheel n, x' (n) is the wheel bounce speed of the wheel n, m (n) is the mass shared by the wheel n when the simulated vehicle is static, and x "(n) is the wheel bounce acceleration of the wheel n.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
FIG. 7 is a block diagram illustrating an electronic device in accordance with an example embodiment. For example, the electronic device 1900 may be provided as a server. Referring to fig. 7, an electronic device 1900 includes a processor 1922, which may be one or more in number, and a memory 1932 to store computer programs executable by the processor 1922. The computer program stored in memory 1932 may include one or more modules that each correspond to a set of instructions. Further, the processor 1922 may be configured to execute the computer program to perform the method of determining wheel loads of a simulated vehicle described above.
Additionally, electronic device 1900 may also include a power component 1926 and a communication component 1950, the power component 1926 may be configured to perform power management of the electronic device 1900, and the communication component 1950 may be configured to enable communication, e.g., wired or wireless communication, of the electronic device 1900. In addition, the electronic device 1900 may also include input/output (I/O) interfaces 1958. The electronic device 1900 may operate based on an operating system, such as Windows Server, stored in memory 1932TM，Mac OS XTM，UnixTM，LinuxTMAnd so on.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, carry out the steps of the above-described method of determining wheel loads of a simulated vehicle is also provided. For example, the computer readable storage medium may be the memory 1932 described above including program instructions executable by the processor 1922 of the electronic device 1900 to perform the method described above for determining wheel loads of a simulated vehicle.
In another exemplary embodiment, a computer program product is also provided, which comprises a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-described method of determining wheel loads of a simulated vehicle when executed by the programmable apparatus.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A method of determining wheel loads of a simulated vehicle, the method comprising:
acquiring a vehicle body roll angle, a historical wheel load of each wheel, a lateral force of each wheel and a longitudinal force of each wheel of the simulated vehicle at a historical simulation moment;
determining a roll moment, a pitch moment and a yaw moment to be applied to the simulated vehicle according to the roll angle of the vehicle body, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
acting the roll moment, the pitch moment and the yaw moment on the center of mass of the simulated vehicle at a target simulation moment, wherein the target simulation moment is the next simulation moment of the historical simulation moment;
acquiring the wheel jumping amount of each wheel at the target simulation moment, wherein the wheel jumping amount is used for representing the jumping state of the wheel relative to the vehicle body;
and determining the wheel load of each wheel at the target simulation moment according to the wheel jumping quantity of each wheel.
2. The method of claim 1, wherein said determining roll, pitch and yaw moments to be applied to said simulated vehicle based on said body roll angle, said historical wheel loads for each wheel, said lateral forces for each said wheel, and said longitudinal forces for each said wheel comprises:
determining a roll moment to be acted on the simulated vehicle according to a first height of a center of mass of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, a sum of roll angle rigidity of a front suspension anti-roll bar and a rear suspension anti-roll bar of the simulated vehicle, a wheel track of the simulated vehicle, the roll angle of the vehicle body, the historical wheel load of each wheel and a lateral force of each wheel;
determining a pitching moment to be acted on the simulated vehicle according to a third height of the simulated vehicle suspension pitch center from the ground, a first distance of a center of mass of the simulated vehicle from a front axle, a second distance of the center of mass of the simulated vehicle from a rear axle, the first height, the historical wheel load of each wheel and a longitudinal force of each wheel;
and determining a yaw moment to be acted on the simulated vehicle according to the wheel distance, the first distance, the second distance, the lateral force of each wheel and the longitudinal force of each wheel.
3. The method of claim 2, wherein determining the roll moment to be applied to the simulated vehicle based on a first height of a center of mass of the simulated vehicle from the ground, a second height of a roll center of the simulated vehicle from the ground, a sum of roll stiffness of a front suspension anti-roll bar and a rear suspension anti-roll bar of the simulated vehicle, a wheel pitch of the simulated vehicle, the body roll angle, the historical wheel load of each wheel, and a lateral force of each wheel comprises:
calculating a roll to be applied to the simulated vehicle according to the following formulaMoment Mx：
Figure FDA0002709795650000021
Wherein, Fy1For simulating the lateral force of the left front wheel of the vehicle, Fy2Lateral force for the right front wheel of the simulated vehicle, Fy3For simulating the lateral force of the left rear wheel of the vehicle, Fy4Is the lateral force h of the right rear wheel of the simulated vehiclegIs the first height, hrollIs said second height, Fz1For the historical wheel load of the left front wheel of the simulated vehicle, Fz2Historical wheel loads for the right front wheel of the simulated vehicle, Fz3For the historical wheel load of the left rear wheel of the simulated vehicle, Fz4Is the historical wheel load of the right rear wheel of the simulated vehicle, W is the wheel track, ksumThe sum of the roll angle rigidity of the front suspension anti-roll bar and the rear suspension anti-roll bar of the simulated vehicle, wherein phi is the roll angle of the vehicle body.
4. The method of claim 2, wherein said determining a pitch moment to be applied to said simulated vehicle based on a third height of said simulated vehicle suspension pitch center from the ground, a first distance of a center of mass of said simulated vehicle from a front axle, a second distance of a center of mass of said simulated vehicle from a rear axle, said first height, said historical wheel loads for each wheel, and a longitudinal force for each said wheel comprises:
calculating a pitching moment M to be applied to the simulated vehicle according to the following formulay：
My＝(Fx1+Fx2+Fx3+Fx4)*(hg-hpitch)+(Fz3+Fz4)*b-(Fz1+Fz2)*a
Wherein, Fx1For simulating the longitudinal force of the left front wheel of the vehicle, Fx2Longitudinal force for the right front wheel of said simulated vehicle, Fx3Simulating longitudinal force of left rear wheel of vehicle，Fx4Is the longitudinal force, h, of the right rear wheel of the simulated vehiclegIs the first height, hpitchIs said third height, Fz1For the historical wheel load of the left front wheel of the simulated vehicle, Fz2Historical wheel loads for the right front wheel of the simulated vehicle, Fz3For the historical wheel load of the left rear wheel of the simulated vehicle, Fz4And a is the first distance, and b is the second distance.
5. The method of claim 2, wherein said determining a yaw moment to be applied to said simulated vehicle based on said track width, said first distance, said second distance, a lateral force of each of said wheels, and a longitudinal force of each of said wheels comprises:
calculating a yaw moment M to be applied to the simulated vehicle according to the following formulaz：
Figure FDA0002709795650000031
Wherein, Fx1For simulating the longitudinal force of the left front wheel of the vehicle, Fx2Longitudinal force for the right front wheel of said simulated vehicle, Fx3For simulating the longitudinal force of the left rear wheel of the vehicle, Fx4Is the longitudinal force of the right rear wheel of the simulated vehicle, W is the track width, Fy1For simulating the lateral force of the left front wheel of the vehicle, Fy2Lateral force for the right front wheel of the simulated vehicle, Fy3For simulating the lateral force of the left rear wheel of the vehicle, Fy4And a is the lateral force of the right rear wheel of the simulated vehicle, a is the first distance, and b is the second distance.
6. The method of claim 1, wherein said obtaining the wheel bounce amount of each of said wheels at said target simulation time comprises:
determining a target connection point of a target wheel and a vehicle body at the target simulation moment, wherein the target wheel is any wheel of the simulated vehicle;
emitting a ray to the direction of the center of the target wheel through the target connecting point, and determining a first length of the ray;
and determining the wheel bounce amount of the target wheel according to the first length and a second length corresponding to the target wheel, wherein when the simulated vehicle is in a static state, the length of a ray emitted to the center of the target wheel through the target connection point is the second length.
7. The method of claim 1, wherein said determining a wheel load of each of said wheels at said target simulation time based on a wheel bounce amount of each of said wheels comprises:
calculating a wheel load F of a wheel n of the simulated vehicle at the target simulation time as followsz(n)：
Fz(n)＝Fz0(n)+k(n)*x(n)+c(n)*x'(n)+m(n)*x”(n)
Wherein, Fz0(n) is the wheel load of the wheel n when the simulated vehicle is static, k (n) is the suspension spring stiffness corresponding to the wheel n, x (n) is the wheel bounce amount of the wheel n, c (n) is the suspension damping corresponding to the wheel n, x' (n) is the wheel bounce speed of the wheel n, m (n) is the mass shared by the wheel n when the simulated vehicle is static, and x "(n) is the wheel bounce acceleration of the wheel n.
8. An apparatus for determining wheel loads of a simulated vehicle, the apparatus comprising:
the first acquisition module is used for acquiring the roll angle of the vehicle body of the simulated vehicle at the historical simulation moment, the historical wheel load of each wheel, the lateral force of each wheel and the longitudinal force of each wheel;
a first determination module for determining a roll moment, a pitch moment and a yaw moment to be applied to the simulated vehicle, based on the roll angle of the vehicle body, the historical wheel load of each wheel, a lateral force of each wheel and a longitudinal force of each wheel;
the moment acting module is used for acting the roll moment, the pitch moment and the yaw moment on the center of mass of the simulated vehicle at a target simulation moment, wherein the target simulation moment is the next simulation moment of the historical simulation moment;
the second acquisition module is used for acquiring the wheel jumping amount of each wheel at the target simulation moment, and the wheel jumping amount is used for representing the jumping state of the wheel relative to the vehicle body;
and the second determination module is used for determining the wheel load of each wheel at the target simulation moment according to the wheel jumping amount of each wheel.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
10. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 7.
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