CN114739703A - Method for adjusting shock absorber for improving vehicle roll performance and ride comfort - Google Patents
Method for adjusting shock absorber for improving vehicle roll performance and ride comfort Download PDFInfo
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Abstract
The invention relates to a method for adjusting a shock absorber for improving the roll performance and the ride comfort of a vehicle, which comprises the following steps: firstly, performing a road vibration test on a shock absorber, and analyzing the relative movement speed of the shock absorber; establishing a suspension multi-body dynamic model, and carrying out vibration simulation analysis on a suspension system; establishing a parameterized model of the space installation position of the shock absorber and a damping curve; adjusting the space installation position of the shock absorber; dynamically adjusting and correcting the damping characteristic of the shock absorber; and finally, verifying the effect of the comprehensive optimization scheme. The method comprehensively applies a dynamics theory, combines a vibration test of the shock absorber and a dynamics simulation technology, solves the problem of poor effect of the existing method for improving the transient roll stability and the ride comfort of the vehicle, has higher applicability and operability, and can obviously improve the transient roll stability and the ride comfort of the vehicle.
Description
Technical Field
The invention relates to a method for adjusting a vehicle shock absorber, in particular to a method for adjusting a shock absorber for improving the roll performance and the ride comfort of a vehicle, and belongs to the technical field of vehicle vibration reduction design.
Background
The transient roll stability and the ride comfort of the vehicle are two key performance indexes of the vehicle and are two performances which are most easily perceived by drivers and passengers, and the market occupancy rate and the market competitiveness of vehicle products are directly determined by the advantages and the disadvantages of the transient roll stability and the ride comfort of the vehicle. The transient roll stability and the ride comfort of the vehicle are mainly influenced by the suspension stiffness, the suspension damping and the suspension guide mechanism, the suspension guide mechanism is determined at the initial design stage, and the suspension guide mechanism is difficult to change at the later stage. At present, promote vehicle transient state heeling stability ability and ride comfort's commonly used measure: the damping method is realized by optimizing the rigidity of the suspension and optimizing the damping characteristic of the shock absorber. However, the stability of the roll can be improved by increasing the rigidity of the suspension, and the vibration isolation rate of the suspension can be reduced, so that the smoothness is poor; reducing suspension stiffness can improve vehicle ride comfort, but can reduce transient roll stability and suspension reliability; therefore, it is difficult to simultaneously improve the transient roll stability and the ride comfort of the vehicle by adopting the method for optimizing the suspension stiffness. The damping characteristic of the shock absorber is optimized, so that the transient roll stability and the ride comfort of a vehicle can be improved at the same time, but the damping characteristic of the shock absorber has a nonlinear characteristic, and the existing optimization method is mainly based on an empirical formula method, so that a theoretical analysis result and a test result have large deviation. The vertical vibration of the vehicle is mainly damped by the damping force of the shock absorber, and the roll motion of the vehicle body is mainly restrained by the damping moment. Therefore, the reasonable design of the damping curve and the spatial installation position of the shock absorber is the basis for improving the transient roll stability and the ride comfort of the vehicle. In order to obviously improve the transient roll stability and the ride comfort of the vehicle and the applicability and the operability of the shock absorber adjusting method, the shock absorber adjusting method for improving the roll performance and the ride comfort of the vehicle is provided.
Disclosure of Invention
The invention aims to provide a method for adjusting a shock absorber for improving the roll performance and the ride comfort of a vehicle, aiming at solving the problems in the prior art, and the method not only can obviously improve the transient roll stability and the ride comfort of the vehicle, but also has higher applicability and operability.
The specific technical scheme of the invention is as follows: a shock absorber adjusting method for improving the roll performance and the ride comfort performance of a vehicle comprises the following steps:
step 1, performing a road vibration test on a shock absorber, processing collected test data, and analyzing the relative movement speed of the shock absorber;
step 2, establishing a suspension multi-body dynamic model, and carrying out vibration simulation analysis on a suspension system;
step 4, adjusting the spatial installation position of the shock absorber according to the data acquired in the step;
and 6, verifying the effect of the comprehensive optimization scheme.
Further, the specific steps of step 1 are as follows:
step 1.1, arranging a displacement sensor between the installation position of the upper end of the shock absorber on the vehicle body and the installation position of the lower end of the shock absorber on the vehicle axle, wherein a connecting line between the upper end and the lower end of the displacement sensor is parallel to the shock absorber, the acquisition frequency is set to be 0-30 Hz, and the resolution is 0.1 Hz;
step 1.2, performing a vibration test on a bumpy road surface of the vehicle, and acquiring relative displacement data of the upper end of the shock absorber and the lower end of the shock absorber through a displacement sensor;
step 1.3, filtering and analyzing the relative displacement data of the shock absorber obtained in the step, wherein the cut-off frequency of filtering is 0.5 Hz;
step 1.4, performing integral processing on the relative displacement data of the shock absorber subjected to filtering processing in the step, and calculating the relative movement speed of the upper end of the shock absorber and the lower end of the shock absorber;
and step 1.5, acquiring acceleration test data of the upper end and the lower end of the suspension by adopting LMS test equipment.
Further, the specific steps of step 2 are as follows:
step 2.1, establishing a constraint relation between parts in the suspension, wherein a rotating pair is arranged between a wheel and an axle, the axle is connected with a vehicle body through a spring and a shock absorber, the wheel is in contact relation with a test bed, and the degree of freedom of the suspension system is calculated;
step 2.2, establishing a suspension dynamic model by adopting ADAMS/CAR, and verifying suspension rigidity and damping;
step 2.3, establishing mathematical expressions of each linear section of the shock absorber according to the damping characteristic curve of the shock absorber, and setting the damping characteristic of the shock absorber model by adopting an IF function;
step 2.4, performing vibration simulation analysis on a bump surface of the suspension dynamic model;
and 2.5, calculating the relative motion speed of the upper end of the shock absorber and the lower end of the shock absorber, extracting the vertical vibration acceleration of the upper end of the shock absorber and the lower end of the shock absorber, calculating the vibration transmissibility of the suspension, calculating the test result of the transmission transmissivity of the suspension according to the acceleration test data of the upper end of the suspension and the lower end of the suspension, and comparing the test result with the simulation result of the vibration transmissibility of the suspension.
Further, in the step 2.3, the mathematical expression of each linear section of the shock absorber means that the damping characteristic curve of the shock absorber is divided into different working section sections according to the relative movement speed of the shock absorber; in each interval, the damping force of the shock absorber and the relative movement speed of the shock absorber are approximately in a linear relation, and a mathematical expression between the damping force and the relative movement speed of the shock absorber is established; the damping force of the shock absorber in different intervals and the mathematical expression of the relative movement speed of the shock absorber are combined to form an equation set, namely the mathematical expression of each linear section of the shock absorber is used for expressing the damping characteristic curve of the shock absorber.
Further, in step 2.4, the suspension vibration transfer rate is a value obtained by dividing the acceleration of the upper end of the shock absorber by the acceleration of the lower end of the shock absorber.
Further, the specific steps of step 3 are as follows:
step 3.1, coordinate P (X) of lower end point of shock absorberP、YP、ZP) Setting as a variable;
and 3.2, setting the slope of the mathematical expression of each linear section of the shock absorber as a variable, and establishing a parameterized equation of the mathematical expression of each linear section of the shock absorber.
Further, the specific steps of step 4 are as follows:
step 4.1, setting the design variable as the coordinate P (X) of the lower endpoint of the shock absorberP、YP、ZP) The objective function is set as the suspension roll angular acceleration;
step 4.2, determining the value range of the design variable according to the initial installation position P of the lower endpoint of the shock absorber0(XP0,YP0,ZP0) To determine the position P of the upper end point of the shock absorber01(XP01,YP01,ZP01) So that the suspension can attenuate vertical vibration to achieve the best effect; according to the position P of the upper end point of the shock absorber01To determine the position P of the lower end point of the shock absorber02(XP02,YP02,ZP02) So as to ensure the suspension to have the best anti-roll effect; the coordinate P (X) of the lower endpoint of the shock absorberP、YP、ZP) Should be at P0(XP0,YP0,ZP0) And P02(XP02,YP02,ZP02) Taking values;
4.3, performing optimization simulation iterative calculation to determine the installation position of the lower endpoint of the shock absorber;
step 4.4, modifying a suspension dynamic model according to an optimization result of the mounting position of the lower endpoint of the shock absorber, and carrying out simulation calculation;
step 4.5, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension side inclination angle acceleration data, and verifying the effect of the optimization scheme on improving the suspension stability;
and 4.6, comparing the optimized rear suspension vibration acceleration data with the optimized front suspension vibration acceleration data, and analyzing the influence of the optimized scheme on the damping vertical vibration of the suspension.
Further, the specific steps of step 5 are as follows:
step 5.1, keeping the installation position of the shock absorber in a state before optimization, setting the slope of a mathematical expression of each linear section of the shock absorber as a design variable, and selecting the vertical vibration acceleration of the suspension by using a target function;
step 5.2, analyzing the relative movement speed of the shock absorber, and determining a main interval of the relative movement speed of the shock absorber;
step 5.3, slope K of mathematical expression of damping characteristic of shock absorber in main interval1The variation range is set to K1X (1 +/-20%), slope K of mathematical expression of damping characteristic of shock absorber in other intervals2The variation range is set to K2×(1±10％)；
Step 5.4, performing optimization simulation iterative computation, determining a slope optimization result of a mathematical expression of each linear section of the shock absorber, modifying a suspension dynamic model according to the optimization result, and performing simulation computation;
step 5.5, comparing the optimized vibration acceleration data of the rear suspension with the optimized vibration acceleration data of the front suspension, and verifying the effect of the optimized scheme on damping the vertical vibration of the suspension;
and 5.6, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension side inclination angle acceleration data, and analyzing the influence of the optimization scheme on the stability performance of the suspension.
Further, the specific steps of step 6 are as follows:
step 6.1, modifying a suspension dynamic model according to the shock absorber installation position optimization result and the shock absorber damping optimization result, and carrying out simulation calculation;
step 6.2, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension angular acceleration data, and verifying the effect of the optimization scheme on the improvement of the suspension stability;
6.3, comparing the optimized rear suspension vertical vibration acceleration data with the optimized front suspension vertical vibration acceleration data, and verifying the effect of the optimized scheme on improving the ride comfort of the suspension
Compared with the prior art, the invention has the beneficial effects that:
the invention relates to a shock absorber adjusting method for improving the roll performance and the ride comfort performance of a vehicle, which comprehensively applies a dynamics theory and combines a shock absorber vibration test and a dynamics simulation technology to solve the problem of poor effect of the existing method for improving the transient roll stability and the ride comfort performance of the vehicle.
Drawings
The invention will be further described with reference to the accompanying drawings.
FIG. 1 is a block flow diagram of the present invention.
Fig. 2 is a model schematic view of a suspension system of the present invention.
FIG. 3 is a graph comparing the optimized front and rear suspension roll acceleration for the shock absorber mounting location of the present invention.
FIG. 4 is a graph comparing vertical vibration acceleration of front and rear suspensions optimized for the mounting location of the shock absorber of the present invention.
Fig. 5 is a graph showing the variation of the relative movement speed of the shock absorber according to the present invention.
FIG. 6 is a graph comparing the roll acceleration of the shock absorber damping optimized front and rear suspensions of the present invention.
FIG. 7 is a graph comparing vertical vibration acceleration of front and rear suspensions optimized for shock absorber damping of the present invention.
Description of the drawings: 1-a shock absorber; 2-upper control arm; 3-a lower control arm; 4-vehicle wheels.
Detailed Description
Examples
The method for adjusting a shock absorber for improving roll performance and ride comfort of a vehicle provided in this embodiment includes the following steps, as shown in fig. 1:
step 1, performing a road vibration test on the shock absorber, processing the collected test data, and analyzing the relative movement speed of the shock absorber.
Step 1.1, arranging a displacement sensor between a mounting position of the upper end of a shock absorber on a vehicle body and a mounting position of the lower end of the shock absorber on an axle, wherein the acquisition frequency is set to be 0-30 Hz, and the resolution is 0.1 Hz;
step 1.2, performing a vibration test on a bumpy road surface on a vehicle, and acquiring relative displacement data of the upper end of a shock absorber and the lower end of the shock absorber;
step 1.3, filtering and analyzing the relative displacement data of the shock absorber, wherein the cut-off frequency of filtering is 0.5 Hz;
step 1.4, performing integral processing on the relative displacement data of the shock absorber subjected to filtering processing by adopting the prior art, and calculating the relative movement speed of the upper end of the shock absorber and the lower end of the shock absorber;
and step 1.5, collecting acceleration test data of the upper end and the lower end of the suspension by adopting LMS equipment.
And 2, establishing a suspension multi-body dynamic model, and carrying out vibration simulation analysis on the suspension system.
And 2.1, establishing a constraint relation between parts in the suspension, including that a rotating pair is arranged between a wheel and an axle, the axle is connected with a vehicle body through a spring and a shock absorber, the wheel is in contact relation with a test bed, and calculating the degree of freedom of the suspension system.
And 2.2, establishing a suspension dynamic model by adopting ADAMS/CAR, and verifying the suspension rigidity and damping. In the embodiment, the suspension stiffness test value is 88.5N/mm, the simulation value is 90.3N/mm, and the goodness of fit of the suspension stiffness test value and the simulation value is 98%; the suspension damping coefficient test value is 0.285, the simulation value is 0.267, and the goodness of fit of the suspension damping coefficient test value and the simulation value is 93.7%; therefore, the suspension dynamics model established in the present embodiment can be proved to be correct.
Step 2.3, establishing mathematical expressions of each linear section of the shock absorber according to the damping characteristic curve of the shock absorber, and setting the damping characteristic of the shock absorber model by adopting an IF function, wherein the formula (1) is the mathematical expression of each linear section of the shock absorber, and the formula (2) is the IF function of the mathematical expression of each linear section of the shock absorber; v. ofudIs the relative velocity of the upper end of the shock absorber relative to the lower end of the shock absorber.
And 2.4, performing vibration simulation analysis on the bumpy road surface on the suspension dynamic model.
And 2.5, calculating the relative motion speed of the upper end of the shock absorber and the lower end of the shock absorber, extracting the vertical vibration acceleration of the upper end of the shock absorber and the lower end of the shock absorber, calculating the vibration transmissibility of the suspension, calculating the test result of the transmission transmissivity of the suspension according to the acceleration test data of the upper end of the suspension and the lower end of the suspension, and comparing the test result with the simulation result of the vibration transmissibility of the suspension, wherein the comparison result is shown in a table 1.
TABLE 1 suspension vibration transmissibility comparison results
| Vehicle speed (km/h) | 40 | 50 | 60 | 70 | 80 |
| Simulation result (%) | 32.1 | 30.6 | 29.2 | 28.6 | 30.7 |
| Test results (%) | 29.8 | 32.5 | 30.4 | 27.3 | 28.9 |
| Degree of fit | 92.83％ | 94.15％ | 96.05％ | 95.45％ | 94.14％ |
And 3, establishing a parameterized model of the space installation position of the shock absorber and the damping curve.
Step 3.1, coordinate P (X) of lower end point of shock absorberP、YP、ZP) Set as a variable.
And 3.2, setting the slope of the mathematical expression of each linear section of the shock absorber as a variable, and establishing a parameterized equation of the mathematical expression of each linear section of the shock absorber as shown in the formula (3).
And 4, adjusting the spatial installation position of the shock absorber according to the data acquired in the previous step, as shown in fig. 2.
Step 4.1, setting the design variable as the coordinate P (X) of the lower endpoint of the shock absorberP、YP、ZP) The objective function is set to the suspension roll acceleration.
And 4.2, determining the value range of the design variable, determining the position of the upper end point of the shock absorber according to the initial installation position of the lower end point of the shock absorber, performing optimization simulation iterative calculation, and determining the position of the lower end point of the shock absorber according to the position of the upper end point of the shock absorber.
In this embodiment, the initial mounting position P of the lower end point of the shock absorber0(3150mm, -420mm, -210mm) is arranged on a lower control arm, and the instantaneous rotation center of the lower control arm on the left side of the suspension around the vehicle body is P4When the lower end point P of the shock absorber0And upper end point P01Connecting line with P0P4When perpendicular, and P0P01At the lower control arm around P4In a rotating plane, the vertical damping force is maximum at the moment, and the damping vertical vibration effect of the suspension is best, so that the position P of the upper end point of the shock absorber is determined01(3225mm,-160mm,185mm)。
Left suspension upper control arm P1P2And a lower control arm P3P4The intersection point along the line is P5Control arm P on the right suspension6P7And a lower control arm P8P9The intersection point along the line is P10Line P of5P11And a connection line P10P12Has a point of intersection of P13I.e. the roll center of the suspension. The position P of the upper end point of the shock absorber01As a fixed point, when the lower end point P of the shock absorber02And upper end point P01Connecting line with P01P13When the shock absorber is vertical, the damping moment is maximum at the moment, the anti-rolling vibration effect is best, and therefore the position P of the lower end point of the shock absorber is determined02(3384mm, -516mm, -186 mm). Therefore, in order to simultaneously improve the transient roll stability and the ride comfort of the vehicle, the vehicle should be able to roll in a steady stateThe upper end point of the shock absorber is P01Time, lower endpoint P (X)P、YP、ZP) Should be selected at P0And P02And finally, determining the installation position of the lower end point of the shock absorber to be P (3267.6mm, -457.5mm, -197.5) through simulation iterative calculation.
And 4.3, modifying the suspension dynamic model according to the optimization result of the mounting position of the lower end point of the shock absorber, and carrying out simulation calculation.
And 4.4, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension side inclination angle acceleration data, verifying the improvement effect of the optimization scheme on the stability of the suspension, wherein the comparison result is shown in fig. 3, the reduction range of the side inclination angle acceleration amplitude of the suspension is about 20% in the range of 2.1Hz to 6.5Hz, and the reduction range of the side inclination angle acceleration amplitude is reduced in other frequency ranges.
And 4.5, comparing the optimized rear suspension vibration acceleration data with the optimized front suspension vibration acceleration data, analyzing the influence of the optimized scheme on the suspension damping vertical vibration, wherein the comparison result is shown in figure 4, compared with the original state simulation data, the peak frequency is not changed, and the acceleration amplitude is reduced by 2.3% near the first peak frequency.
And 5, dynamically adjusting the damping characteristic of the shock absorber.
And 5.1, keeping the installation position of the shock absorber in a state before optimization, setting the slope of a mathematical expression of each linear section of the shock absorber as a design variable, and selecting the objective function as the vertical vibration acceleration of the suspension.
And 5.2, analyzing the relative movement speed of the shock absorber, and determining a main interval of the relative movement speed of the shock absorber, wherein the relative movement speed of the shock absorber is shown in figure 5, and simulation results show that the damping relative speed is mainly concentrated in an interval of 0.2 m/s-0.4 m/s.
Step 5.3, in the range of 0.2m/s to 0.4m/s, the slope variation range b of the mathematical expression of the damping characteristic of the shock absorber is 1911 × (1 ± 20%), e is 4383.8 × (1 ± 20%), the slope variation range a of the mathematical expression of the damping characteristic of the shock absorber in other relative speed ranges in the formula (3) is 3330.9 ═ 1 ± 10%), c is 3830 ═ 1 ± 10%, d is 19533 ═ 1 ± 10%, and f is 8741.1 ═ 1 ± 10%;
and 5.4, performing optimization simulation iterative computation, determining a slope optimization result of the mathematical expression of each linear section of the shock absorber, modifying the suspension dynamic model according to the optimization result, and performing simulation computation.
And 5.5, comparing the optimized rear suspension vibration acceleration data with the optimized front suspension vibration acceleration data, verifying the effect of the optimized scheme on damping the vertical vibration of the suspension, and comparing the result with the result shown in fig. 6.
And 5.6, comparing the optimized rear suspension side inclination acceleration data with the optimized front suspension side inclination acceleration data, analyzing the influence of the optimization scheme on the stability performance of the suspension, wherein the comparison result is shown in fig. 7, compared with the optimized front shock absorber, the optimized rear shock absorber enables the peak value of the suspension side inclination acceleration to be reduced by 8.7%, and the average suspension side inclination acceleration is reduced by 5.9% in other frequency bands.
And 6, verifying the effect of the comprehensive optimization scheme.
And 6.1, modifying the suspension dynamic model according to the shock absorber installation position optimization result and the shock absorber damping optimization result, and carrying out simulation calculation.
And 6.2, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension angular acceleration data, and verifying the improvement effect of the optimized scheme on the suspension stability performance, wherein in the embodiment, the optimized front state suspension maximum side inclination angle is 4.8 degrees, the optimized rear state suspension maximum side inclination angle is 3.3 degrees, and the side inclination stability performance improvement amplitude is 31.25 percent.
Step 6.3, comparing the optimized rear suspension vertical vibration acceleration data with the optimized front suspension vertical vibration acceleration data, and verifying the effect of the optimized scheme on improving the smoothness of the suspension, wherein in the embodiment, the maximum acceleration of the optimized front suspension is 4.68m/s2The maximum acceleration of the suspension in the optimized state is 3.45m/s2The improved amplitude of the smooth performance of the suspension is 26.28%.
Therefore, the method for adjusting the shock absorber for improving the roll performance and the ride comfort of the vehicle can solve the problems that the method adopted by the prior art is large in analysis result error, poor in effect and difficult to implement, and the optimized suspension system can effectively improve the transient roll stability and the ride comfort of the vehicle.
In addition to the above examples, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the present claims.
Claims (9)
1. A shock absorber adjusting method for improving vehicle roll performance and ride comfort is characterized in that: the method comprises the following steps:
step 1, performing a road vibration test on a shock absorber, processing collected test data, and analyzing the relative movement speed of the shock absorber;
step 2, establishing a suspension multi-body dynamic model, and carrying out vibration simulation analysis on a suspension system;
step 3, establishing a parameterized model of the space installation position of the shock absorber and a damping curve;
step 4, adjusting the spatial installation position of the shock absorber according to the data acquired in the step;
step 5, dynamically adjusting the damping characteristic of the shock absorber;
and 6, verifying the effect of the comprehensive optimization scheme.
2. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 1 are as follows:
step 1.1, arranging a displacement sensor between the installation position of the upper end of the shock absorber on the vehicle body and the installation position of the lower end of the shock absorber on the vehicle axle, wherein a connecting line between the upper end and the lower end of the displacement sensor is parallel to the shock absorber, the acquisition frequency is set to be 0-30 Hz, and the resolution is 0.1 Hz;
step 1.2, performing a vibration test on a bumpy road surface on a vehicle, and acquiring relative displacement data of the upper end of a shock absorber and the lower end of the shock absorber through a displacement sensor;
step 1.3, carrying out filtering analysis on the relative displacement data of the shock absorber obtained in the previous step, wherein the cut-off frequency of filtering is 0.5 Hz;
step 1.4, performing integral processing on the relative displacement data of the shock absorber subjected to filtering processing in the step, and calculating the relative movement speed of the upper end of the shock absorber and the lower end of the shock absorber;
and step 1.5, acquiring acceleration test data of the upper end and the lower end of the suspension by adopting LMS test equipment.
3. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 2 are as follows:
step 2.1, establishing a constraint relation between parts in the suspension, wherein a rotating pair is arranged between a wheel and an axle, the axle is connected with a vehicle body through a spring and a shock absorber, the wheel is in contact relation with a test bed, and the degree of freedom of the suspension system is calculated;
step 2.2, establishing a suspension dynamic model by adopting ADAMS/CAR, and verifying suspension rigidity and damping;
step 2.3, establishing mathematical expressions of each linear section of the shock absorber according to the damping characteristic curve of the shock absorber, and setting the damping characteristic of the shock absorber model by adopting an IF function;
step 2.4, performing vibration simulation analysis on a bump surface of the suspension dynamic model;
and 2.5, calculating the relative motion speed of the upper end of the shock absorber and the lower end of the shock absorber, extracting the vertical vibration acceleration of the upper end of the shock absorber and the lower end of the shock absorber, calculating the vibration transmissibility of the suspension, calculating the test result of the transmission transmissivity of the suspension according to the acceleration test data of the upper end of the suspension and the lower end of the suspension, and comparing the test result with the simulation result of the vibration transmissibility of the suspension.
4. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle according to claim 3, wherein: in the step 2.3, the mathematical expression of each linear section of the shock absorber means that the damping characteristic curve of the shock absorber is divided into different working section sections according to the relative movement speed of the shock absorber; in each interval, the damping force of the shock absorber and the relative movement speed of the shock absorber are approximately in a linear relation, and a mathematical expression between the damping force and the relative movement speed of the shock absorber is established; the damping force of the shock absorber in different intervals and the mathematical expression of the relative movement speed of the shock absorber are combined to form an equation set, namely the mathematical expression of each linear section of the shock absorber is obtained, and the damping characteristic curve of the shock absorber is expressed.
5. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle according to claim 3, wherein: in the step 2.4, the suspension vibration transfer rate is a numerical value obtained by dividing the acceleration of the upper end of the shock absorber by the acceleration of the lower end of the shock absorber.
6. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 3 are as follows:
step 3.1, coordinate P (X) of lower end point of shock absorberP、YP、ZP) Setting as a variable;
and 3.2, setting the slope of the mathematical expression of each linear section of the shock absorber as a variable, and establishing a parameterized equation of the mathematical expression of each linear section of the shock absorber.
7. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 4 are as follows:
step 4.1, setting the design variable as the coordinate P (X) of the lower endpoint of the shock absorberP、YP、ZP) The objective function is set as the suspension roll angular acceleration;
step 4.2, determining the value range of the design variable according to the initial installation position P of the lower endpoint of the shock absorber0(XP0,YP0,ZP0) To determine the upper end point of the shock absorberPosition P01(XP01,YP01,ZP01) So that the suspension can achieve the best effect of damping vertical vibration; according to the position P of the upper end point of the shock absorber01To determine the position P of the lower end point of the shock absorber02(XP02,YP02,ZP02) So as to ensure the suspension to have the best anti-roll effect; the coordinate P (X) of the lower endpoint of the shock absorberP、YP、ZP) Should be at P0(XP0,YP0,ZP0) And P02(XP02,YP02,ZP02) Taking values;
4.3, performing optimization simulation iterative calculation to determine the installation position of the lower endpoint of the shock absorber;
step 4.4, modifying a suspension dynamic model according to an optimization result of the mounting position of the lower endpoint of the shock absorber, and carrying out simulation calculation;
step 4.5, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension side inclination angle acceleration data, and verifying the effect of the optimization scheme on improving the suspension stability;
and 4.6, comparing the optimized rear suspension vibration acceleration data with the optimized front suspension vibration acceleration data, and analyzing the influence of the optimized scheme on the damping vertical vibration of the suspension.
8. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 5 are as follows:
step 5.1, keeping the installation position of the shock absorber in a state before optimization, setting the slope of a mathematical expression of each linear section of the shock absorber as a design variable, and selecting the vertical vibration acceleration of the suspension by using a target function;
step 5.2, analyzing the relative movement speed of the shock absorber, and determining a main interval of the relative movement speed of the shock absorber;
step 5.3, slope K of mathematical expression of damping characteristic of shock absorber in main interval1The variation range is set to K1X (1 +/-20%), and gradient K of mathematical expression of damping characteristic of shock absorber in other intervals2The variation range is set asK2×(1±10％)；
Step 5.4, performing optimization simulation iterative computation, determining a slope optimization result of a mathematical expression of each linear section of the shock absorber, modifying a suspension dynamic model according to the optimization result, and performing simulation computation;
step 5.5, comparing the optimized vibration acceleration data of the rear suspension with the optimized vibration acceleration data of the front suspension, and verifying the effect of the optimized scheme on damping the vertical vibration of the suspension;
and 5.6, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension side inclination angle acceleration data, and analyzing the influence of the optimization scheme on the stability performance of the suspension.
9. The method for tuning a shock absorber for improving roll performance and ride comfort of a vehicle as claimed in claim 1, wherein: the specific steps of the step 6 are as follows:
step 6.1, modifying a suspension dynamic model according to the shock absorber installation position optimization result and the shock absorber damping optimization result, and carrying out simulation calculation;
step 6.2, comparing the optimized rear suspension side inclination angle acceleration data with the optimized front suspension angular acceleration data, and verifying the effect of the optimization scheme on improving the suspension stability;
and 6.3, comparing the optimized rear suspension vertical vibration acceleration data with the optimized front suspension vertical vibration acceleration data, and verifying the effect of the optimized scheme on the improvement of the smoothness of the suspension.
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