CN114861434A - Method for checking precision of vehicle multi-body dynamic model and storage medium - Google Patents
Method for checking precision of vehicle multi-body dynamic model and storage medium Download PDFInfo
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Abstract
The invention relates to a method and a storage medium for checking the accuracy of a multi-body dynamic model of a vehicle, wherein the method comprises the following steps: determining inspection working conditions, and constructing a special road surface model and an inspection road surface model; carrying out a real vehicle test according to the requirement of the inspection working condition; intercepting a test data segment; performing multi-body dynamic simulation on the specially-made road vehicle to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle; determining the initial position of the vehicle multi-body dynamic model, performing multi-body dynamic simulation of the road vehicle to be tested, and acquiring a response signal of the road simulation to be tested and a curve of the road simulation driving track to be tested; checking whether the speed and the running track of the vehicle multi-body dynamic model are consistent with those of the test vehicle or not; and calculating the pseudo-damage ratio of the simulation response signal of the test road surface and the response signal of the real vehicle. The method can obtain the quantitative index of the precision of the vehicle multi-body dynamic model, and provides a model precision inspection method for engineers in the field of vehicle multi-body dynamic analysis.
Description
Technical Field
The invention relates to the technical field of vehicle multi-body dynamics simulation analysis, in particular to a method for checking the precision of a vehicle multi-body dynamics model and a storage medium.
Background
With the continuous improvement of the functions and the continuous improvement of the precision of a road model and a tire mechanics model, a CAE analysis technology of a virtual test field developed on the basis of a multi-body system dynamics theory gradually becomes a tool for performance analysis of vehicle products in the early development stage. In the field of driving performance, an analysis engineer can evaluate the driving performance of a vehicle through the kinematic response of a vehicle model under specific working conditions such as a deceleration strip and a damaged road; in the field of fatigue endurance, an analysis engineer drives a vehicle model to run on a reinforced durable road surface according to gears, vehicle speeds and tracks required by specifications through a driver control program, so that road load spectrums of various system parts and vehicle body structures can be obtained, and input is provided for subsequent fatigue analysis and strength analysis.
When the virtual test field technology is adopted to carry out forward development on vehicle performance, the accuracy of an analysis result has higher dependence on the modeling precision of a road surface-tire-whole vehicle integrated model, and an unreliable analysis result is caused by lower modeling precision. Generally speaking, a road model can be directly verified through geometric measurement, a tire model can be verified through a special bench test, and for a vehicle model after the two models are integrated, although the vehicle model can be verified in detail through a complete road spectrum acquisition test, due to the factors that a sextant is high in use cost, a rim reforming period is long and the like, when a CAE is involved in a product development process in the early stage, the vehicle model does not always have enough conditions to perform the test, and can only wait until the later stage of the product development to verify.
On the other hand, in a physical test field, although the operating specification of a driving vehicle is fixed, when a driver actually drives a road spectrum acquisition vehicle, it cannot be guaranteed that each driving behavior is consistent with the requirement of the specification, and a plurality of data samples from the same driver may have large discreteness. If the driving simulation vehicle simply runs according to the standard requirement, the calculated precision level may generate a large error, and the analysis engineer cannot achieve the purpose of controlling the model precision.
Disclosure of Invention
The invention aims to provide a method and a storage medium for checking the precision of a vehicle multi-body dynamic model, and provides a model precision checking method for engineers in the field of vehicle multi-body dynamic analysis.
The invention discloses a method for checking the accuracy of a vehicle multi-body dynamic model, which comprises the following steps:
determining an inspection working condition, constructing a specially-made road surface model and an inspection road surface model according to a road surface involved in the inspection working condition, wherein the specially-made road surface model is a road surface model with a road center line matched with an actual road surface and without containing obstacles, and the inspection road surface model is a road surface model with a road center line and obstacles matched with the actual road surface;
step two, adopting a test vehicle to carry out real vehicle test according to the requirement of the inspection working condition, and obtaining real vehicle test data, wherein the real vehicle test data comprises real vehicle control signals and real vehicle response signals;
step three, determining test data characteristic points according to the real vehicle response signal curve characteristics;
step four, intercepting test data fragments according to the feature points of the test data;
fifthly, performing multi-body dynamic simulation on the specially-made road vehicle based on the multi-body dynamic model of the vehicle, the specially-made road model and the intercepted real vehicle control signal in the test data segment to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle;
step six, determining the initial position of the vehicle multi-body dynamic model based on the specially-made road surface simulation driving track curve, performing the road surface vehicle multi-body dynamic simulation inspection based on the vehicle multi-body dynamic model, the inspection road surface model, the initial position and the real vehicle control signal in the intercepted test data segment, and acquiring an inspection road surface simulation response signal and an inspection road surface simulation driving track curve;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model in the step six are consistent with the speed and the running track of the test vehicle; if the matching is true, executing the next step; if the vehicle multi-body dynamic model is not matched with the vehicle multi-body dynamic model, returning to the previous step, and adjusting the initial position of the vehicle multi-body dynamic model;
and step eight, calculating the pseudo-damage ratio of the simulation response signal of the inspection road surface and the response signal of the real vehicle to obtain a model precision quantization index.
Optionally, in the first step, a specially-made road surface model and a test road surface model are constructed by using the CRG format file.
Optionally, in the second step, the real vehicle control signal includes a driving shaft torque control signal and a steering wheel angle control signal, and the real vehicle response signal includes a spring displacement response signal, a vehicle speed response signal, a wheel center acceleration response signal, a steering rod force response signal, a toe-in lever force response signal, and a stabilizer link lever force response signal.
Optionally, in the second step, the speed of the test vehicle is controlled in an open-loop manner, the mass and inertia of the powertrain system are reserved, the output of the driving torque is turned off, and a driving shaft torque signal is acquired;
in the second step, the steering wheel angle of the test vehicle is controlled in an open loop mode, and steering wheel angle signals are collected;
the multi-body dynamic simulation of the special road vehicle in the fifth step comprises the following steps:
the simulation initial vehicle speed is consistent with the initial vehicle speed of the test data segment;
applying the driving shaft torque signal acquired in the step two on a driving shaft of a vehicle multi-body dynamic model;
applying the steering wheel angle signal acquired in the step two to a steering wheel of a vehicle multi-body dynamic model;
and outputting the position coordinates of the vehicle body of the vehicle multi-body dynamic model at each moment to form a special road surface simulation driving track curve of the vehicle multi-body dynamic model.
Optionally, in the third step, the characteristic points of the test data include a test start characteristic point and a test end characteristic point.
Optionally, in the fourth step, the interception range of the test data segment is a first time within 2 seconds before the test start feature point to a second time within 2 seconds after the test end feature point.
Optionally, the method for adjusting the initial orientation of the multi-body dynamic model of the vehicle includes the following steps:
adjusting the orientation parameters of the vehicle multi-body dynamic model to ensure that the curve of the simulated driving track of the inspected road surface is consistent with the road center line of the inspected road surface model;
adjusting position parameters of the vehicle multi-body dynamic model, taking the initial point of the test data segment as a reference, recording the time of the test initial characteristic point as T1, recording the time of the test road surface simulation initial characteristic point as T2, and determining the position coordinate of the vehicle body of the vehicle multi-body dynamic model at the time of T1 according to the test road surface simulation driving track curve as (X) T1 ，Y T1 ) Determining the coordinates of the vehicle body of the vehicle multi-body dynamic model at the time of T2 as (X) according to the test road surface simulation driving track curve T2 ，Y T2 ) Calculating REFFOINT _ X ═ X T2 -X T1 And REFPOINT _ Y ═ Y T2 -Y T1 Adjusting the position parameters of the vehicle multi-body dynamic model according to the calculated REFPOINT _ X and REFPOINT _ Y;
the initial feature point of the test pavement simulation is determined according to the characteristic of the response signal curve of the test pavement simulation and corresponds to the initial feature point of the test.
Optionally, in the seventh step, the matching standard of the vehicle speed is that the RMS error does not exceed 2 km/h; the driving track is matched with the standard that the error of a steering angle RMS is not more than 5 degrees, and the time error of a test termination characteristic point and a test road surface simulation termination characteristic point is not more than 1 second; the test road surface simulation termination characteristic point is determined according to the test road surface simulation response signal curve characteristic and corresponds to the test termination characteristic point.
The invention also provides a storage medium, which stores one or more computer readable programs, and when the one or more computer readable programs are called by one or more controllers, the one or more computer readable programs can realize the steps of any one of the above-mentioned methods for checking the accuracy of the multi-body dynamic model of the vehicle.
The invention has at least the following advantages:
(1) the method for checking the precision of the vehicle multi-body dynamic model can obtain the quantitative index of the precision of the vehicle multi-body dynamic model, provides a model precision checking method for engineers in the field of vehicle multi-body dynamic analysis, and provides a means for improving the precision of the multi-body model and further improving the reliability of the CAE analysis result.
(2) The method for checking the precision of the multi-body dynamic model of the vehicle can avoid the interference of the manual operation factors of the driver on the precision check of the model, and can improve the control of the analysis engineer on the precision of the model.
(3) The method for checking the precision of the multi-body dynamic model of the vehicle is suitable for various inspection working conditions, including a working condition for strengthening durability, a working condition for operating stability and a working condition for comfort performance.
(4) The method for checking the accuracy of the vehicle multi-body dynamic model has low cost and high efficiency, and can save more cost and time compared with the traditional road spectrum acquisition and verification method.
Drawings
FIG. 1 is a flow chart of an embodiment of a method for checking accuracy of a multi-body dynamic model of a vehicle according to the present invention;
FIG. 2 is a diagram of a customized pavement model and a test pavement model according to one embodiment;
FIG. 3 is a control signal and data feature point diagram according to the first embodiment;
FIG. 4 is a diagram of calculating orientation parameters according to the first embodiment;
FIG. 5 is a diagram of adjusting the orientation parameters according to the first embodiment;
FIG. 6 is a diagram for checking the trajectory of the vehicle speed and checking the accuracy in the first embodiment;
FIG. 7 is a diagram of a tailored road surface model and a test road surface model according to the second embodiment;
FIG. 8 is a control signal and data feature point diagram according to the second embodiment;
fig. 9 is a view for calculating orientation parameters according to the second embodiment;
FIG. 10 is a view showing the adjustment of the orientation parameters in the second embodiment;
fig. 11 is a vehicle speed trajectory checking and accuracy verification map in the second embodiment.
Detailed Description
The invention will be further explained with reference to the drawings.
Example one
In the method for checking the accuracy of a multi-body dynamic model of a vehicle as shown in fig. 1, a working condition for checking the accuracy of the vehicle model is determined. And then, obtaining test data containing real vehicle control signals and real vehicle response signals by using a whole vehicle test, and constructing a road model for simulation. And then driving the vehicle multi-body dynamic model to run on the road surface model based on the real vehicle control signal in the test data, and acquiring a simulated running track curve of the vehicle body of the vehicle multi-body dynamic model. And then, according to the simulated driving track curve and the real vehicle response signal characteristics, the initial orientation of the vehicle multi-body dynamic model is calculated in an iterative manner. And then, judging whether the iteration converges according to the coincidence of the speed and the track of the vehicle multi-body dynamic model and the test data. And finally, according to the method for obtaining the precision of the vehicle multi-body dynamic model by comparing the simulated damage with the pseudo damage of the test data, firstly determining the working condition for testing the precision of the vehicle model. And then, acquiring a quantitative index containing the precision of the real vehicle control signal by using a whole vehicle test. The method can obtain the quantitative index of the precision of the vehicle multi-body dynamic model, provides a model precision inspection method for engineers in the field of vehicle multi-body dynamic analysis, and provides a means for improving the precision of the multi-body model and further improving the reliability of the CAE analysis result.
Specifically, the method for checking the accuracy of the multi-body dynamic model of the vehicle comprises the following steps:
determining an inspection working condition, constructing a specially-made road surface model and an inspection road surface model according to a road surface involved in the inspection working condition, wherein the specially-made road surface model is a road surface model with a road center line matched with an actual road surface and without containing obstacles, and the inspection road surface model is a road surface model with a road center line and obstacles matched with the actual road surface;
step two, adopting a test vehicle to carry out real vehicle test according to the requirement of the inspection working condition, and obtaining real vehicle test data, wherein the real vehicle test data comprises real vehicle control signals and real vehicle response signals;
step three, determining test data characteristic points according to the real vehicle response signal curve characteristics;
step four, intercepting test data fragments according to the feature points of the test data;
fifthly, performing multi-body dynamic simulation on the specially-made road vehicle based on the multi-body dynamic model of the vehicle, the specially-made road model and the intercepted real vehicle control signal in the test data segment to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle;
determining the initial position of the vehicle multi-body dynamic model based on the specially-made road surface simulation driving track curve, wherein the initial position determined for the first time enables the vehicle multi-body dynamic model to be located at the initial end of the inspection road surface model, and performing inspection road surface vehicle multi-body dynamic simulation based on the vehicle multi-body dynamic model, the inspection road surface model, the initial position and the real vehicle control signal in the intercepted test data segment to obtain an inspection road surface simulation response signal and an inspection road surface simulation driving track curve;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model in the step six are consistent with the speed and the running track of the test vehicle; if the matching is true, executing the next step; if the vehicle multi-body dynamic model is not matched with the vehicle multi-body dynamic model, returning to the previous step, and adjusting the initial position of the vehicle multi-body dynamic model;
and step eight, calculating the pseudo-damage ratio of the simulation response signal of the inspection road surface and the response signal of the real vehicle to obtain a model precision quantization index.
In the concrete implementation, in the first step, a special road surface model and a test road surface model are constructed by adopting a CRG format file.
In a specific implementation, in the second step, the real vehicle control signal includes a driving shaft torque response signal and a steering wheel angle response signal, and the real vehicle response signal includes a spring displacement response signal, a vehicle speed response signal, a wheel center acceleration response signal, a steering rod force response signal, a toe-in lever force response signal and a stabilizer link lever force response signal.
In the second step, the speed of the test vehicle is controlled in an open-loop mode, the mass and inertia of the power assembly system are reserved, the output of the driving torque is closed, and a driving shaft torque signal is collected;
in the second step, the steering wheel angle of the test vehicle is controlled in an open loop mode, and steering wheel angle signals are collected;
the multi-body dynamic simulation of the special road vehicle in the fifth step comprises the following steps:
the simulation initial vehicle speed is consistent with the initial vehicle speed of the test data segment;
applying the driving shaft torque signal acquired in the step two on a driving shaft of a vehicle multi-body dynamic model;
applying the steering wheel angle signal acquired in the step two to a steering wheel of a vehicle multi-body dynamic model;
and outputting the position coordinates of the vehicle body of the vehicle multi-body dynamic model at each moment to form a special road surface simulation driving track curve of the vehicle multi-body dynamic model.
In a specific implementation, in the third step, the test data feature points include a test start feature point and a test end feature point.
In a specific implementation, in the fourth step, the interception range of the test data segment is a first time within 2 seconds before the test start characteristic point to a second time within 2 seconds after the test end characteristic point.
In the specific implementation, the initial orientation of the vehicle multi-body dynamic model comprises two parameters of position and angle, and the method for adjusting the initial orientation of the vehicle multi-body dynamic model comprises the following steps of:
adjusting the orientation parameters of the vehicle multi-body dynamic model by adjusting the REFPOINT _ PHI parameter, so that the curve of the simulated driving track of the inspected road surface is consistent with the road center line of the inspected road surface model;
adjusting position of vehicle multi-body dynamic modelAnd parameters, based on the initial point of the test data segment, recording the time of the test initial characteristic point as T1, recording the time of the test road surface simulation initial characteristic point as T2, and determining the position coordinate of the vehicle body of the vehicle multi-body dynamic model at the time of T1 according to the test road surface simulation driving track curve as (X) T1 ，Y T1 ) Determining the coordinates of the vehicle body of the vehicle multi-body dynamic model at the time of T2 as (X) according to the test road surface simulation driving track curve T2 ，Y T2 ) Calculating REFFOINT _ X ═ X T2 -X T1 And REFPOINT _ Y ═ Y T2 -Y T1 Adjusting the position parameters of the vehicle multi-body dynamic model according to the calculated REFPOINT _ X and REFPOINT _ Y;
the initial feature point of the test pavement simulation is determined according to the characteristic of the response signal curve of the test pavement simulation and corresponds to the initial feature point of the test.
In the seventh step, the vehicle speed is matched with the standard that the RMS error is not more than 2 km/h; the driving track is matched with the standard that the RMS error of the steering angle is not more than 5 degrees, and the time error between the test termination characteristic point and the test road surface simulation termination characteristic point is not more than 1 second; wherein the end characteristic point of the simulation of the inspection road surface is determined according to the characteristic of the response signal curve of the simulation of the inspection road surface and corresponds to the end characteristic point of the test
Example one is described in more detail below by way of example:
and checking the precision of the vehicle multi-body model of a certain compact SUV, and calculating a precision index represented by a pseudo-damage ratio.
The following is a detailed description of an example of a vehicle multi-body dynamic model according to the implementation process of the method for checking the accuracy of the vehicle multi-body dynamic model provided in the present embodiment. The vehicle multi-body dynamics model is shown as model 1 shown in fig. 2.
The specific implementation process comprises the following steps:
step one, selecting a hollow A road in a certain automobile test field in western China as a test working condition, as shown in figure 2, converting an actual road surface into a special road surface model 2 and a test road surface model 3 in a CRG format, and when a vehicle runs normally, driving a right side tire and a left side tire through a square hollow successively. The special road surface model is free of the square pit obstacles, and as shown in fig. 2, the inspection road surface model is provided with the square pit obstacles 4.
Step two, driving a real vehicle to pass through the pothole A road surface at the speed of about 25km/h according to the requirement of the inspection working condition, and acquiring a driving shaft moment control signal and a steering wheel turning angle control signal shown in the figure 3 (a); the obtained kinematic response signals comprise spring displacement response signals, vehicle speed response signals and wheel center acceleration response signals; the obtained dynamic response signals comprise a steering tie rod force response signal, a toe-adjust rod force response signal and a stabilizer link rod force response signal. In the second step, the speed of the test vehicle is controlled in an open-loop mode, the mass and inertia of the power assembly system are reserved, the output of the driving torque is closed, and a driving shaft torque signal is collected; and controlling the steering wheel angle of the test vehicle in an open loop mode, and collecting steering wheel angle signals.
Step three, determining test data characteristic points according to the real vehicle response signal curve characteristics, and selecting a first peak value of the front right wheel center vertical acceleration as a test starting characteristic point and marking the peak value as a point A according to corresponding signal curves of the front right wheel center vertical acceleration and the rear left wheel center vertical acceleration shown in the figure 3 (b); and selecting the moment when the vertical acceleration peak of the rear left wheel center is finished as a test termination characteristic point, and recording the test termination characteristic point as a point B.
And step four, intercepting the test data segment according to the test data characteristic point, setting the intercepting range to be 0.72 second before the point A to 1 second after the point B, and intercepting the test data segment according to the initial intercepting boundary line 5 and the final intercepting boundary line 6 shown in the figure 3 (B).
Fifthly, performing multi-body dynamic simulation on the specially-made road vehicle based on the multi-body dynamic model of the vehicle, the specially-made road model and the intercepted real vehicle control signal in the test data segment to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle;
specifically, the method comprises the following steps: the simulation initial speed is consistent with the initial speed of the test data fragment and is set to be 23 km/h; applying the driving shaft torque signal acquired in the step two on a driving shaft of a vehicle multi-body dynamic model; applying the steering wheel angle signal acquired in the step two to a steering wheel of a vehicle multi-body dynamic model; the XY position coordinates of the vehicle body of the vehicle multi-body dynamic model at each time are output to form a special road surface simulation driving track curve 9 of the vehicle multi-body dynamic model as shown in fig. 5 (a).
Determining the initial position of the vehicle multi-body dynamic model based on the specially-made road surface simulation driving track curve, wherein the initial position determined for the first time enables the vehicle multi-body dynamic model to be located at the initial end of the inspection road surface model, and performing inspection road surface vehicle multi-body dynamic simulation based on the vehicle multi-body dynamic model, the inspection road surface model, the initial position and the real vehicle control signal in the intercepted test data segment to obtain an inspection road surface simulation response signal and an inspection road surface simulation driving track curve;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model in the step six are consistent with those of the test vehicle or not, if the checking result is that the speed and the running track are not consistent, returning to the step six, and adjusting the initial orientation of the vehicle multi-body dynamic model;
and step six, adjusting the initial orientation of the vehicle multi-body dynamic model, and then re-performing the multi-body dynamic simulation of the road surface vehicle to be tested based on the adjusted initial orientation to obtain a response signal of the road surface simulation to be tested and a curve of the road surface simulation driving track to be tested.
The initial orientation of the vehicle multi-body dynamic model comprises two parameters of position and angle, the parameters of REFPOINT _ X, REFPOINT _ Y and REFPOINT _ PHI in the CRG road surface are modified for adjustment, and the process of adjusting the initial orientation of the vehicle multi-body dynamic model comprises the following steps:
the initial values are shown as the first orientation parameter 7 in FIG. 4(b), in units m and rad;
as shown in fig. 5(b), the REFPOINT _ PHI parameter is set to 0.0175m, so that the curve of the driving track simulated by the last road surface inspection is consistent with the road center line of the road surface inspection model;
adjusting position parameters of the vehicle multi-body dynamic model, recording test starting characteristics by taking the starting point of the test data segment as a referenceThe point time is T1, the time for checking the road surface simulation initial characteristic point is T2, as shown in FIG. 5(c) and FIG. 5(d), T1 and T2 are respectively 0.72s and 1.70s, and the position coordinate of the vehicle body of the vehicle multi-body dynamic model at the time of T1 is determined according to the last-time road surface simulation driving track curve to be (X) T1 ，Y T1 ) Determining the coordinates of the vehicle body of the vehicle multi-body dynamic model at the moment T2 as (X) according to the last-time road surface simulation driving track curve T2 ，Y T2 ) X is shown in FIG. 4(a) T1 And X T2 Respectively-3085 mm and-9421 mm, Y T1 And Y T2 Respectively 17mm and 95mm, calculating REFFOINT _ X ═ X T2 -X T1 And REFPOINT _ Y ═ Y T2 -Y T1 Calculated REFPOINT _ X and REFPOINT _ Y are-6336 mm and 78mm, respectively, and REFPOINT _ X and REFPOINT _ Y are adjusted to 10.336m and 0.078m, respectively, in combination with the initial value of the orientation parameter, as shown by the second orientation parameter 8 in fig. 4 (b); the initial feature point of the test pavement simulation is determined according to the characteristic of the response signal curve of the test pavement simulation and corresponds to the initial feature point of the test.
Step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model are consistent with those of the test vehicle or not, wherein the speed, the steering angle and the end point time error ratio of the vehicle multi-body dynamic model and the test vehicle are shown in figure 6(a), wherein the RMS error of the speed is 1.3km/h and is not more than 2 km/h; the RMS error of the steering angle is 1 degree and is not more than 5 degrees; and the time error of the test termination characteristic point and the test pavement simulation termination characteristic point is 0.14s and is not more than 1 s. In conclusion, the vehicle speed and the driving track meet the matching requirement.
And step eight, introducing the front left spring displacement, the wheel center vertical acceleration and the stabilizer bar connecting rod force simulation and test pair shown in FIG. 6(b) into nCode software to calculate pseudo damage, and obtaining a vehicle model accuracy quantization index represented by a pseudo damage ratio as follows.
| Channel | Spring displacement | Vertical acceleration of wheel center | Connecting rod force of stabilizer bar |
| Ratio of false damage | 0.6 | 0.6 | 0.7 |
Example two
Example one is described in more detail below by way of example:
and checking the precision of the vehicle multi-body model of the compact SUV, and calculating a precision index represented by a pseudo-damage ratio.
The specific implementation process comprises the following steps:
step one, selecting cobblestone roads in a certain automobile test field in western China as an inspection working condition, and converting an actual road surface into a special road surface model 10 and an inspection road surface model 11 in a CRG format as shown in figure 7. The purpose-made pavement model is free of cobblestone obstacles, and as shown in fig. 7, the inspection pavement model is provided with cobblestone obstacles 12.
Step two, driving the real vehicle to drive around 5 warning road cones arranged along the central line of the road surface in an S shape at the speed of about 20km/h according to the requirement of the inspection working condition, and acquiring a driving shaft moment control signal and a steering wheel turning angle control signal shown in figure 8 (a); the obtained kinematic response signals comprise spring displacement response signals, vehicle speed response signals and wheel center acceleration response signals; the obtained dynamic response signals comprise a steering tie rod force response signal, a toe-adjust rod force response signal and a stabilizer link rod force response signal. In the second step, the speed of the test vehicle is controlled in an open-loop mode, the mass and inertia of the power assembly system are reserved, the output of the driving torque is closed, and a driving shaft torque signal is collected; and controlling the steering wheel angle of the test vehicle in an open loop mode, and collecting steering wheel angle signals.
Step three, determining test data characteristic points according to the real vehicle response signal curve characteristics, and selecting a first peak value of the vertical acceleration of the front left wheel center as a test starting characteristic point and marking the peak value as a point A according to corresponding signal curves of the vertical acceleration of the front left wheel center and the wheel center of the rear right wheel center as shown in the figure 8 (b); and selecting the moment when the vertical acceleration peak of the rear right wheel center is ended as a test termination characteristic point, and recording the test termination characteristic point as a point B.
And step four, intercepting the test data segment according to the test data characteristic point, setting an intercepting range to be 0.5 second before the point A and 1 second after the point B, and intercepting the test data segment according to an initial intercepting boundary line 13 and a final intercepting boundary line 14 shown in fig. 8 (B).
Fifthly, performing multi-body dynamic simulation on the specially-made road vehicle based on the multi-body dynamic model of the vehicle, the specially-made road model and the intercepted real vehicle control signal in the test data segment to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle;
specifically, the method comprises the following steps: the simulation initial speed is consistent with the initial speed of the test data fragment and is set to be 21 km/h; applying the driving shaft torque signal acquired in the step two on a driving shaft of a vehicle multi-body dynamic model; applying the steering wheel angle signal acquired in the step two to a steering wheel of a vehicle multi-body dynamic model; and outputting XY position coordinates of the vehicle body of the vehicle multi-body dynamic model at each moment to form a special road surface simulation driving track curve 18 of the vehicle multi-body dynamic model shown in the figure 10.
Step six, determining the initial position of the vehicle multi-body dynamic model based on the specially-made road surface simulation driving track curve, wherein the initial position determined for the first time enables the vehicle multi-body dynamic model to be located at the initial end of the inspection road surface model, the initial position determined for the first time is shown in figure 10(a), and the vehicle multi-body dynamic simulation of the inspection road surface is carried out based on the vehicle multi-body dynamic model, the inspection road surface model, the initial position and the real vehicle control signal in the intercepted test data segment, so as to obtain an inspection road surface simulation response signal and an inspection road surface simulation driving track curve;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model in the step six are consistent with those of the test vehicle or not, if the checking result is that the speed and the running track are not consistent, returning to the step six, and adjusting the initial orientation of the vehicle multi-body dynamic model;
adjusting the initial orientation of the vehicle multi-body dynamic model, and then re-performing the multi-body dynamic simulation of the road surface vehicle to be tested based on the adjusted initial orientation to obtain a response signal of the road surface simulation to be tested and a curve of the road surface simulation driving track to be tested;
specifically, the initial orientation of the vehicle multi-body dynamic model comprises two parameters of position and angle, the adjustment is carried out by modifying parameters REFPOINT _ X, REFPOINT _ Y and REFPOINT _ PHI in the CRG road surface, and the process of adjusting the initial orientation of the vehicle multi-body dynamic model in the sixth step is as follows:
initial values are shown as first orientation parameter 15 in FIG. 9(b), units m and rad;
as shown in fig. 10(b), the REFPOINT _ PHI parameter is set to 0.0349m, so that the curve of the simulated driving track of the inspected road surface is consistent with the road center line of the inspected road surface model;
adjusting the position parameters of the vehicle multi-body dynamic model, taking the starting point of the test data segment as a reference, recording the time as T1, recording the time for checking the starting characteristic point of the road surface simulation as T2, as shown in FIG. 10(e) and FIG. 10(f), respectively setting T1 and T2 as 0.5s and 2.25s, and determining the position coordinate of the vehicle body of the vehicle multi-body dynamic model at the time of T1 according to the checking road surface simulation driving track curve as (X1) T1 ，Y T1 ) Determining the coordinates of the vehicle body of the vehicle multi-body dynamic model at the time of T2 as (X) according to the test road surface simulation driving track curve T2 ，Y T2 ) X is shown in FIG. 9(a) T1 And X T2 Respectively-1512 mm and-11913 mm, Y T1 And Y T2 Respectively 11mm and 1581mm, and calculating REFFOINT _ X ═ X T2 -X T1 And REFPOINT _ Y ═ Y T2 -Y T1 Meter for measuringCalculated REFPOINT _ X and REFPOINT _ Y are-10401 mm and 1570mm, respectively, and REFPOINT _ X and REFPOINT _ Y are adjusted to 14.401m and 1.57m, respectively, in combination with the initial value of the orientation parameter, as shown by the second orientation parameter 16 in fig. 9 (b); the initial feature point of the test pavement simulation is determined according to the characteristic of the response signal curve of the test pavement simulation and corresponds to the initial feature point of the test.
And step seven, checking whether the vehicle speed and the running track of the vehicle multi-body dynamic model are consistent with those of the test vehicle or not, and as shown in fig. 10(c), driving out a boundary after the vehicle multi-body dynamic model runs for a certain distance, so that the stop characteristic point does not meet the requirement of the error range of 1s, and returning to the step six for iteration.
Adjusting the initial orientation of the vehicle multi-body dynamic model, and then re-performing the multi-body dynamic simulation of the road surface vehicle to be tested based on the adjusted initial orientation to obtain a response signal of the road surface simulation to be tested and a curve of the road surface simulation driving track to be tested;
specifically, the process of adjusting the initial orientation of the vehicle multi-body dynamic model in the sixth step is as follows:
as shown in fig. 9(b) and fig. 10(d), REFPOINT _ Y and REFPOINT _ PHI are set to-1.070 m and 0.0524m, respectively, so that the curve of the simulated driving track of the inspected road surface is consistent with the center line of the road; the adjusted orientation parameters are shown as third orientation parameters 17 in fig. 9 (b).
As shown in fig. 10(g), the test start feature point and the test road surface simulation start feature point are both 0.5 s;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model are consistent with those of the test vehicle or not, wherein the speed, the steering angle and the end point time error ratio of the vehicle multi-body dynamic model and the test vehicle are shown in a figure 11(a), wherein the RMS error of the speed is 1.3km/h and is not more than 2 km/h; the RMS error of the steering angle is 1 degree and is not more than 5 degrees; and the time error of the test termination characteristic point and the test pavement simulation termination characteristic point is 0.14s and is not more than 1 s. In conclusion, the vehicle speed and the driving track meet the matching requirement.
Step eight, simulation and test pairs of front left spring displacement, wheel center vertical acceleration and steering pull rod force are shown in fig. 11 (b). The pseudo damage is introduced into nCode software to calculate the pseudo damage, and the accuracy quantization index of the vehicle model characterized by the pseudo damage ratio is obtained as follows.
| Channel | Spring displacement | Vertical acceleration of wheel center | Steering rod force |
| Ratio of false damage | 0.7 | 0.7 | 1.4 |
The invention also provides a storage medium which stores one or more computer readable programs, and when the one or more computer readable programs are called by one or more controllers, the steps of the method for checking the accuracy of the multi-body dynamic model of the vehicle can be realized.
Claims (9)
1. A method of checking the accuracy of a multi-body dynamic model of a vehicle, comprising the steps of:
determining an inspection working condition, constructing a specially-made road surface model and an inspection road surface model according to a road surface involved in the inspection working condition, wherein the specially-made road surface model is a road surface model with a road center line matched with an actual road surface and without containing obstacles, and the inspection road surface model is a road surface model with a road center line and obstacles matched with the actual road surface;
step two, adopting a test vehicle to carry out real vehicle test according to the requirement of the inspection working condition, and obtaining real vehicle test data, wherein the real vehicle test data comprises real vehicle control signals and real vehicle response signals;
step three, determining test data characteristic points according to the real vehicle response signal curve characteristics;
step four, intercepting test data fragments according to the feature points of the test data;
fifthly, performing multi-body dynamic simulation on the specially-made road vehicle based on the multi-body dynamic model of the vehicle, the specially-made road model and the intercepted real vehicle control signal in the test data segment to obtain a specially-made road surface simulation driving track curve of the multi-body dynamic model of the vehicle;
step six, determining the initial position of the vehicle multi-body dynamic model based on the specially-made road surface simulation driving track curve, performing the road surface vehicle multi-body dynamic simulation inspection based on the vehicle multi-body dynamic model, the inspection road surface model, the initial position and the real vehicle control signal in the intercepted test data segment, and acquiring an inspection road surface simulation response signal and an inspection road surface simulation driving track curve;
step seven, checking whether the speed and the running track of the vehicle multi-body dynamic model in the step six are consistent with the speed and the running track of the test vehicle; if the matching is true, executing the next step; if the vehicle multi-body dynamic model is not matched with the vehicle multi-body dynamic model, returning to the previous step, and adjusting the initial position of the vehicle multi-body dynamic model;
and step eight, calculating the pseudo-damage ratio of the simulation response signal of the test pavement and the response signal of the real vehicle to obtain a model precision quantization index.
2. The method for checking the accuracy of a multi-body kinetic model of a vehicle according to claim 1, wherein in the first step, the CRG format file is used to construct a tailored road surface model and to test the road surface model.
3. The method for checking the accuracy of a multi-body kinetic model of a vehicle of claim 1 wherein, in the second step, the real vehicle control signals include a driving axle moment control signal and a steering wheel angle control signal, and the real vehicle response signals include a spring displacement response signal, a vehicle speed response signal, a wheel center acceleration response signal, a steering rod force response signal, a toe-in lever force response signal and a stabilizer link force response signal.
4. The method of checking the accuracy of a multi-body kinetic model of a vehicle of claim 1 wherein,
in the second step, the speed of the test vehicle is controlled in an open-loop mode, the mass and inertia of the power assembly system are reserved, the output of the driving torque is closed, and a driving shaft torque signal is collected;
in the second step, the steering wheel angle of the test vehicle is controlled in an open loop mode, and steering wheel angle signals are collected;
the multi-body dynamic simulation of the special road vehicle in the fifth step comprises the following steps:
the simulation initial vehicle speed is consistent with the initial vehicle speed of the test data segment;
applying the driving shaft torque signal acquired in the step two on a driving shaft of a vehicle multi-body dynamic model;
applying the steering wheel angle signal acquired in the step two to a steering wheel of a vehicle multi-body dynamic model;
and outputting the position coordinates of the vehicle body of the vehicle multi-body dynamic model at each moment to form a special road surface simulation driving track curve of the vehicle multi-body dynamic model.
5. The method for checking the accuracy of a multi-body kinetic model of a vehicle of claim 1 wherein, in the third step, the characteristic points of the test data comprise a test start characteristic point and a test end characteristic point.
6. The method for checking the accuracy of a multi-body kinetic model of a vehicle of claim 5 wherein, in the fourth step, the test data segment is truncated to a first time within 2 seconds before the start characteristic point of the test and a second time within 2 seconds after the end characteristic point of the test.
7. The method of checking the accuracy of a multi-body kinetic model of a vehicle of claim 5 wherein,
the method for adjusting the initial orientation of the multi-body dynamic model of the vehicle comprises the following steps:
adjusting the orientation parameters of the vehicle multi-body dynamic model to ensure that the curve of the simulated driving track of the inspected road surface is consistent with the road center line of the inspected road surface model;
adjusting position parameters of the vehicle multi-body dynamic model, taking the initial point of the test data segment as a reference, recording the time of the test initial characteristic point as T1, recording the time of the test road surface simulation initial characteristic point as T2, and determining the position coordinate of the vehicle body of the vehicle multi-body dynamic model at the time of T1 according to the test road surface simulation driving track curve as (X) T1 ，Y T1 ) Determining the coordinates of the vehicle body of the vehicle multi-body dynamic model at the time of T2 as (X) according to the test road surface simulation driving track curve T2 ，Y T2 ) Calculating REFFOINT _ X ═ X T2 -X T1 And REFPOINT _ Y ═ Y T2 -Y T1 Adjusting the position parameters of the vehicle multi-body dynamic model according to the calculated REFPOINT _ X and REFPOINT _ Y;
the initial feature point of the test pavement simulation is determined according to the characteristic of the response signal curve of the test pavement simulation and corresponds to the initial feature point of the test.
8. The method for checking the accuracy of a multi-body kinetic model of a vehicle according to claim 5, wherein in the seventh step, the matching criterion of the vehicle speed is that the RMS error does not exceed 2 km/h; the driving track is matched with the standard that the error of a steering angle RMS is not more than 5 degrees, and the time error of a test termination characteristic point and a test road surface simulation termination characteristic point is not more than 1 second; the test road surface simulation termination characteristic point is determined according to the test road surface simulation response signal curve characteristic and corresponds to the test termination characteristic point.
9. A storage medium, characterized in that it stores one or more computer readable programs which, when invoked and executed by one or more controllers, enable the implementation of the steps of the method for checking the accuracy of a multi-body dynamical model of a vehicle according to any one of claims 1 to 8.
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| CN113065199A (en) * | 2021-04-26 | 2021-07-02 | 苏州同元软控信息技术有限公司 | Dynamic simulation method, device, equipment and storage medium of vehicle road model |
| CN113065199B (en) * | 2021-04-26 | 2023-12-19 | 苏州同元软控信息技术有限公司 | Dynamics simulation method, device, equipment and storage medium for vehicle road model |
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