CN116561894A - Suspension parameter optimization method based on vehicle operation stability target - Google Patents
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Abstract
The invention discloses a suspension parameter optimization method based on a vehicle operation stability target, which comprises the following steps: constructing a suspension model, performing suspension motion simulation, and taking structural parameters and K characteristic parameters of a suspension as multi-objective optimization variables; based on the K characteristic parameters, constructing a vehicle operation stability dynamics model, and performing simulation calculation to obtain the yaw rate, the centroid side deflection angle and the vehicle body side inclination angle of the vehicle; calculating a transient response level and a transient change rate based on the yaw rate, the centroid slip angle and the vehicle body roll angle, and taking the transient response level and the transient change rate as objective evaluation indexes of the vehicle operation stability; and determining an optimization objective function based on the objective evaluation index, and performing optimization calculation by adopting a multi-objective optimization method to obtain optimized suspension structure parameters and K characteristic parameters. The optimization method can obtain a suspension structure with better operation stability indexes in the suspension design stage, and is beneficial to improving the operation stability of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle structure optimization, in particular to a suspension parameter optimization method based on a vehicle operation stability target.
Background
The suspension, which is an important load transmission element before connecting the wheels and the body of the vehicle, has a structure that directly affects the riding experience of the driver and also affects the steering stability ability of the vehicle. The suspension system is the main mechanical component for the vehicle as a whole, and its structural design is often carried out at the vehicle design stage, and once the vehicle suspension system structure is determined, its structural performance is also determined. Therefore, when the stability control of the vehicle is explored, the whole vehicle is often regarded as a whole, the suspension structure is not considered, or the influence of the stability is explored only from the rigidity and the damping of the suspension, which is limited by the irreversibility of the suspension structure. Based on the method, in the design stage of the vehicle suspension, the suspension structure is optimally designed in combination with the influence of the characteristics of the suspension structure on the stability of the vehicle, so that the control effect of greatly improving the stability of the vehicle under the condition of determining the type of the suspension can be achieved.
At present, a model of a vehicle is generally established through dynamics simulation software in research on optimization of suspension structural parameters, structural parameters of a suspension system are taken as design variables, stability and smoothness of the vehicle are taken as response targets, sensitivity analysis is carried out on the design variables, and algorithms such as GA (genetic algorithm), PSO (particle swarm optimization), NSGA (multi-objective optimization algorithm) and the like are utilized to complete multi-objective optimization of suspension hard point parameters.
At present, the optimization research of a suspension system lacks consideration of a vehicle operation stability target, a corresponding calculation formula is lacking for reasonable quantification, and the K characteristic parameters of the suspension are not considered in the operation stability model of the vehicle.
Therefore, how to comprehensively consider the stability target to optimize the suspension parameters and improve the accuracy of the stability model is a problem to be solved.
Disclosure of Invention
The invention provides a suspension parameter optimization method based on a vehicle operation stability target, which combines the influence of suspension structure characteristics on the vehicle operation stability, and performs optimization design on a suspension structure to obtain the suspension structure with better operation stability index, thereby being beneficial to improving the operation stability of the vehicle.
The invention adopts the following specific technical scheme:
a method of optimizing suspension parameters based on a vehicle stability objective, the method comprising the steps of:
firstly, constructing a suspension model, performing suspension motion simulation to obtain K characteristic parameters of a suspension, and taking structural parameters and K characteristic parameters of the suspension as multi-objective optimization variables;
step two, constructing a whole vehicle operation stability dynamics model based on K characteristic parameters of a suspension, and performing simulation calculation to obtain the yaw rate, the centroid side deflection angle and the vehicle body side inclination angle of the vehicle; the conditions for carrying out simulation calculation on the whole vehicle operation stability dynamics model are as follows: assuming that the vehicle runs on a horizontal road surface at a constant speed, controlling the vehicle only through steering operation, and taking a steering wheel angle when the steady-state lateral acceleration is 0.4g as a steering input;
calculating a transient response level and a transient change rate based on the obtained yaw rate, centroid side deviation angle and vehicle body side inclination angle, and taking the transient response level and the transient change rate as objective evaluation indexes of vehicle operation stability;
and step four, determining an optimization objective function based on objective evaluation indexes of the vehicle operation stability, and performing optimization calculation by adopting a multi-objective optimization method to obtain optimized suspension structure parameters and K characteristic parameters.
Further, in step three, the transient response levels include a yaw rate response level nω, a body roll angle response levelAnd centroid slip angle response level nβ;
the yaw-rate response level nω is an arithmetic average of the yaw-rate steady-state gain level nωr, the yaw-rate response time level nωt, and the yaw-rate overshoot level nωη;
the calculation formula of the yaw-rate steady-state gain level nωr is:
Nωr＝4[(Nωr1-Nωr2)/(Nωr1-Nωr3)]+6
n omega r1 is the steady-state gain upper limit value of the yaw rate; n omega r2 is the yaw rate steady-state gain actual value; n omega r3 is the steady-state gain lower limit value of the yaw rate;
the calculation formula of the yaw rate response time level nωt is:
Nωt＝4[(Nωt1-Nωt2)/(Nωt1-Nωt3)]+6
n ωt1 is the yaw rate response time upper limit; n omega t2 is the actual value of the yaw rate response time; n omega t3 is the lower limit value of the yaw rate response time;
the calculation formula of the yaw rate overshoot level nωη is:
Nωη＝4[(Nωη1-Nωη2)/(Nωη1-Nωη3)]+6
nωη1 is the yaw rate overshoot upper limit; actual value of N omega eta 2 yaw rate overshoot; a lower limit value of the overshoot of the N omega eta 3 yaw rate;
roll angle response level of vehicle bodySteady-state gain level for roll angle of vehicle body>Vehicle body roll response time level->And the roll angle overshoot level of the vehicle body +.>Arithmetic mean of (2);
steady gain level for roll angle of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the steady gain of the roll angle of the vehicle body; />The actual value of the steady gain of the roll angle of the vehicle body;the lower limit value of the steady gain of the roll angle of the vehicle body;
roll response time level for a vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the response time of the roll angle of the vehicle body; />The actual value of the roll angle response time of the vehicle body; />The lower limit value of the response time of the roll angle of the vehicle body;
roll angle overshoot level of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the roll angle overshoot of the vehicle body is set; />The actual value of the roll angle overshoot of the vehicle body; />The lower limit value of the overshoot of the roll angle of the vehicle body;
the centroid slip angle response level Nbeta is obtained by arithmetic average values of a centroid slip angle steady-state gain level Nbeta r, a centroid slip angle response time level Nbeta t and a centroid slip angle overshoot level Nbeta eta;
the calculation formula of the centroid slip angle steady-state gain level Nβr is as follows:
Nβr＝4[(Nβr1-Nβr2)/(Nβr1-Nβr3)]+6
nβr1 is the centroid slip angle steady-state gain upper limit; n beta r2 is the actual value of steady-state gain of the centroid slip angle; nβr3 is the centroid slip angle steady-state gain lower limit;
the calculation formula of the centroid slip angle response time level Nβt is as follows:
Nβt＝4[(Nβt1-Nβt2)/(Nβt1-Nβt3)]+6
n beta t1 is the upper limit value of the response time of the centroid slip angle; n beta t2 is the actual value of the centroid slip angle response time; n beta t3 is the lower limit value of the response time of the centroid slip angle;
the calculation formula of the centroid slip angle overshoot level Nβη is as follows:
Nβη＝4[(Nβη1-Nβη2)/(Nβη1-Nβη3)]+6
nβη1 is the upper limit value of the overshoot of the centroid slip angle; nβη2 is the actual value of the overshoot of the centroid slip angle; nβη3 is the lower limit value of the overshoot of the centroid slip angle;
the yaw rate steady-state gain upper limit value, the vehicle body roll angle steady-state gain upper limit value and the centroid slip angle steady-state gain upper limit value are all 0.33; the lower limit value of the steady-state gain of the yaw angle, the lower limit value of the steady-state gain of the roll angle and the lower limit value of the steady-state gain of the centroid are all 0.16; the yaw rate response time upper limit value, the vehicle body roll angle response time upper limit value and the centroid roll angle response time upper limit value are all 0.3; the lower limit value of the yaw rate response time, the lower limit value of the vehicle body roll angle response time and the lower limit value of the centroid roll angle response time are all 0.1; the upper limit value of the yaw rate overshoot, the upper limit value of the vehicle body side dip angle overshoot and the upper limit value of the centroid side dip angle overshoot are all 0.8, and the lower limit value of the yaw rate overshoot, the lower limit value of the vehicle body side dip angle overshoot and the lower limit value of the centroid side dip angle overshoot are all 0.3;
the instantaneous change rate includes an absolute value maximum of the instantaneous change rate of the yaw rate, an absolute value maximum of the instantaneous change rate of the vehicle body roll angle, and an absolute value maximum of the instantaneous change rate of the centroid slip angle.
The beneficial effects are that:
the suspension parameter optimization method is based on a vehicle operation stability target, utilizes a dynamic model constructed based on suspension movement to carry out operation stability simulation test to obtain the change of the yaw rate, the centroid side deflection angle and the vehicle body side inclination angle of the vehicle, defines six objective evaluation indexes and an optimization target function of the vehicle operation stability, carries out optimization calculation by adopting a multi-target optimization method to obtain optimized suspension structure parameters and K characteristic parameters, and finally determines an optimization scheme of the suspension parameters. The optimized result shows that the optimized yaw rate, the centroid side deflection angle and the vehicle body side inclination angle are reduced, the instantaneous change rate maximum value is limited, and the stability margin of the vehicle is improved. The accuracy and the optimization calculation efficiency of the vehicle operation stability model are improved by modeling based on the suspension K characteristic parameters, a suspension structure with better operation stability indexes can be obtained in the suspension design stage, and a good foundation is provided for vehicle operation stability control research with a novel suspension.
Drawings
FIG. 1 is a flow chart of a suspension parameter optimization method of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The present embodiment provides a suspension parameter optimization method based on a vehicle stability target, as shown in fig. 1, and in the present embodiment, a macpherson suspension model is taken as an example for explanation, and the suspension parameter optimization method includes the following steps:
s10, constructing a suspension model, performing suspension motion simulation to obtain K characteristic parameters of the suspension, and taking structural parameters and K characteristic parameters of the suspension as multi-objective optimization variables; when a suspension model is built, a Car module of Adams software is adopted to build the suspension model, and MATLAB software is adopted to simulate rolling motion;
s20, constructing a whole vehicle operation stability dynamics model in a Simulink based on K characteristic parameters of a suspension, and performing simulation calculation to obtain the yaw rate, the centroid side deflection angle and the vehicle body side inclination angle of the vehicle; the conditions for carrying out simulation calculation on the whole vehicle operation stability dynamics model are as follows: assuming that the vehicle runs on a horizontal road surface at a constant speed, controlling the vehicle only through steering operation, and taking a steering wheel angle when the steady-state lateral acceleration is 0.4g as a steering input; g is gravity acceleration;
step three S30, calculating a transient response level and a transient change rate based on the obtained yaw rate, centroid side deviation angle and vehicle body side inclination angle, and taking the transient response level and the transient change rate as objective evaluation indexes of vehicle operation stability;
and step four, S40, determining an optimization objective function based on objective evaluation indexes of vehicle operation stability, integrating MATLAB in ISIGHT, and performing optimization calculation by adopting a non-normalized multi-objective optimization method to obtain optimized suspension structure parameters and K characteristic parameters.
According to the suspension parameter optimization method, based on a vehicle operation stability target, an operation stability simulation test is conducted by utilizing a dynamic model constructed based on suspension movement to obtain changes of a yaw rate, a centroid slip angle and a vehicle body roll angle of a vehicle, six objective evaluation indexes and an optimization target function of the vehicle operation stability are defined, optimization calculation is conducted by adopting a non-normalized multi-target optimization method to obtain optimized suspension structure parameters and K characteristic parameters, and finally an optimization scheme of the suspension parameters is determined. The optimized result shows that the optimized yaw rate, the centroid side deflection angle and the vehicle body side inclination angle are reduced, the instantaneous change rate maximum value is limited, and the stability margin of the vehicle is improved. The accuracy and the optimization calculation efficiency of the vehicle operation stability model are improved by modeling based on the suspension K characteristic parameters, and a suspension structure with better operation stability indexes can be obtained in a suspension design stage. The suspension parameter optimization method adopting the steps has high operation efficiency, and provides a good foundation for vehicle operation stability control research matched with a novel suspension. And the results before and after optimization show that the yaw rate, the centroid slip angle and the roll angle after optimization are all reduced, the maximum value of the instantaneous change rate is limited, and the stability margin of the vehicle is improved.
The K characteristic of the suspension refers to the characteristic of suspension parameter change caused by vehicle body movement; the K characteristic parameters mainly include a wheel runout motion parameter, a roll motion parameter, and the like, the wheel runout motion parameter is mainly influenced by the suspension vertical motion, the roll motion parameter is mainly influenced by the suspension roll motion, and in the embodiment, the vehicle is assumed to travel on a horizontal road surface at a uniform speed, so that the suspension vertical motion is ignored, and only the roll motion is considered. The roll motion primary parameters include suspension roll center, suspension roll center height, camber, toe, and track. The motion characteristics of each parameter describe the change of the corresponding parameter and the change rate thereof caused by the given roll angle of the vehicle body, such as: the camber of the wheel refers to the change of the camber angle of the wheel when the side-tipping angle of the vehicle body is given, and in the running process of the vehicle, the kinematic characteristic parameters of the suspension can influence the contact condition of the wheel and the ground, further influence the stress relation of the wheel and the frame, and finally influence the steering stability of the vehicle.
When the vehicle has lateral acceleration, the vertical loads of the wheels at the left side and the right side of the front axle and the rear axle can be transferred, the motion of a suspension guide rod system caused by the vertical loads can influence suspension parameters, and the lateral deflection rigidity and the camber lateral force of the tire are changed by different suspension parameter changes, so that the magnitude of the elastic lateral deflection angle of the tire is influenced, and the steering characteristic and the steering stability of the vehicle are influenced.
The steering stability of the vehicle is influenced by various factors such as vehicle structural parameters, environmental conditions, human feeling and the like, and the characteristic quantity of the steering stability has different change relations. In combination with GB/T6323-2014 and QCT 480-1999, the evaluation index is determined from different angles by combining a mathematical method based on three characteristic quantities of yaw rate, centroid side deflection angle and vehicle body side inclination angle in the transient step response process. According to the specification of GB/T6323-2014, the simulation conditions of the embodiment are set: during the test, braking is not considered, and only steering operation is performed; the initial speed of the test vehicle speed is 80km/h, the driver steering model is adopted for simulating and controlling the vehicle to act, and the steering wheel angle when the steady-state lateral acceleration is 0.4g is recorded.
Transient response level is manifested by yaw rate, body roll angle, and centroid slip angle. Yaw rate refers to the rate of deflection of the vehicle about a vertical axis, the magnitude of which represents the degree of stability of the vehicle. The roll angle of the vehicle body represents the risk of rollover, the tension degree of a driver can be indirectly reflected, and when the roll angle is overlarge, the vehicle has the risk of rollover. The centroid side deflection angle is the included angle between the centroid speed and the vehicle body direction, which influences the running direction of the vehicle, and when the centroid side deflection angle is too large, the vehicle can deviate from the running track. For transient response curves of yaw rate, body roll angle, and centroid roll angle, steady-state gain values, response times, and overshoot are characteristics that measure their response levels.
In the third step of the suspension parameter optimization method, the transient response level includes a yaw rate response level nω, a body roll angle response levelAnd centroid slip angle response level nβ;
the yaw-rate response level nω is an arithmetic average of the yaw-rate steady-state gain level nωr, the yaw-rate response time level nωt, and the yaw-rate overshoot level nωη;
the calculation formula of the yaw-rate steady-state gain level nωr is:
Nωr＝4[(Nωr1-Nωr2)/(Nωr1-Nωr3)]+6
n omega r1 is the steady-state gain upper limit value of the yaw rate; n omega r2 is the yaw rate steady-state gain actual value; n omega r3 is the steady-state gain lower limit value of the yaw rate;
the calculation formula of the yaw rate response time level nωt is:
Nωt＝4[(Nωt1-Nωt2)/(Nωt1-Nωt3)]+6
n ωt1 is the yaw rate response time upper limit; n omega t2 is the actual value of the yaw rate response time; n omega t3 is the lower limit value of the yaw rate response time;
the calculation formula of the yaw rate overshoot level nωη is:
Nωη＝4[(Nωη1-Nωη2)/(Nωη1-Nωη3)]+6
nωη1 is the yaw rate overshoot upper limit; actual value of N omega eta 2 yaw rate overshoot; a lower limit value of the overshoot of the N omega eta 3 yaw rate;
roll angle response level of vehicle bodySteady-state gain level for roll angle of vehicle body>Vehicle body roll response time level->And the roll angle overshoot level of the vehicle body +.>Arithmetic mean of (2);
steady gain level for roll angle of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the steady gain of the roll angle of the vehicle body; />The actual value of the steady gain of the roll angle of the vehicle body;the lower limit value of the steady gain of the roll angle of the vehicle body;
roll response time level for a vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the response time of the roll angle of the vehicle body; />The actual value of the roll angle response time of the vehicle body; />The lower limit value of the response time of the roll angle of the vehicle body;
roll angle overshoot level of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the roll angle overshoot of the vehicle body is set; />The actual value of the roll angle overshoot of the vehicle body; />The lower limit value of the overshoot of the roll angle of the vehicle body;
the centroid slip angle response level Nbeta is obtained by arithmetic average values of a centroid slip angle steady-state gain level Nbeta r, a centroid slip angle response time level Nbeta t and a centroid slip angle overshoot level Nbeta eta;
the calculation formula of the centroid slip angle steady-state gain level Nβr is as follows:
Nβr＝4[(Nβr1-Nβr2)/(Nβr1-Nβr3)]+6
nβr1 is the centroid slip angle steady-state gain upper limit; n beta r2 is the actual value of steady-state gain of the centroid slip angle; nβr3 is the centroid slip angle steady-state gain lower limit;
the calculation formula of the centroid slip angle response time level Nβt is as follows:
Nβt＝4[(Nβt1-Nβt2)/(Nβt1-Nβt3)]+6
n beta t1 is the upper limit value of the response time of the centroid slip angle; n beta t2 is the actual value of the centroid slip angle response time; n beta t3 is the lower limit value of the response time of the centroid slip angle;
the calculation formula of the centroid slip angle overshoot level Nβη is as follows:
Nβη＝4[(Nβη1-Nβη2)/(Nβη1-Nβη3)]+6
nβη1 is the upper limit value of the overshoot of the centroid slip angle; nβη2 is the actual value of the overshoot of the centroid slip angle; nβη3 is the lower limit value of the overshoot of the centroid slip angle;
the yaw rate steady-state gain upper limit value, the vehicle body roll angle steady-state gain upper limit value and the centroid slip angle steady-state gain upper limit value are all 0.33; the lower limit value of the steady-state gain of the yaw angle, the lower limit value of the steady-state gain of the roll angle and the lower limit value of the steady-state gain of the centroid are all 0.16; the yaw rate response time upper limit value, the vehicle body roll angle response time upper limit value and the centroid roll angle response time upper limit value are all 0.3; the lower limit value of the yaw rate response time, the lower limit value of the vehicle body roll angle response time and the lower limit value of the centroid roll angle response time are all 0.1; the upper limit value of the yaw rate overshoot, the upper limit value of the vehicle body side dip angle overshoot and the upper limit value of the centroid side dip angle overshoot are all 0.8, and the lower limit value of the yaw rate overshoot, the lower limit value of the vehicle body side dip angle overshoot and the lower limit value of the centroid side dip angle overshoot are all 0.3;
the instantaneous change rate includes an absolute value maximum of the instantaneous change rate of the yaw rate, an absolute value maximum of the instantaneous change rate of the vehicle body roll angle, and an absolute value maximum of the instantaneous change rate of the centroid slip angle.
Six operation stability objective evaluation indexes are determined: the yaw rate transient response level, the roll angle transient response level, the centroid slip angle transient response level, the yaw rate transient change rate, the roll angle transient change rate and the centroid slip angle transient change rate require that the transient response levels of the yaw rate, the roll angle and the centroid slip angle are as high as possible and the maximum values of the yaw rate, the roll angle and the centroid slip angle transient change rate are as small as possible for better operation stability, thereby improving the stability degree of the vehicle.
Suspension parameters refer to hard point parameters and suspension positioning parameters that make up the components of the suspension, such as: the upper pivot, the lower cross arm and knuckle hinge point, the camber angle, the toe angle, etc. of the spring damper assembly. Therefore, the multi-objective optimization object for vehicle operation stability is the structural hard point parameter of the suspension and the K characteristic parameter, including hard point coordinates, camber angle, toe angle, and the like.
It will be apparent to those skilled in the art that various modifications and variations can be made to the embodiments of the present invention without departing from the spirit and scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (2)
1. The suspension parameter optimization method based on the vehicle operation stability target is characterized by comprising the following steps of:
firstly, constructing a suspension model, performing suspension motion simulation to obtain K characteristic parameters of a suspension, and taking structural parameters and K characteristic parameters of the suspension as multi-objective optimization variables;
step two, constructing a whole vehicle operation stability dynamics model based on K characteristic parameters of a suspension, and performing simulation calculation to obtain the yaw rate, the centroid side deflection angle and the vehicle body side inclination angle of the vehicle; the conditions for carrying out simulation calculation on the whole vehicle operation stability dynamics model are as follows: assuming that the vehicle runs on a horizontal road surface at a constant speed, controlling the vehicle only through steering operation, and taking a steering wheel angle when the steady-state lateral acceleration is 0.4g as a steering input;
calculating a transient response level and a transient change rate based on the obtained yaw rate, centroid side deviation angle and vehicle body side inclination angle, and taking the transient response level and the transient change rate as objective evaluation indexes of vehicle operation stability;
and step four, determining an optimization objective function based on objective evaluation indexes of the vehicle operation stability, and performing optimization calculation by adopting a multi-objective optimization method to obtain optimized suspension structure parameters and K characteristic parameters.
2. The suspension parameter optimization method according to claim 1, wherein in the third step, the transient response level includes a yaw rate response level nω, a body roll angle response levelAnd centroid slip angle response level nβ;
the yaw-rate response level nω is an arithmetic average of the yaw-rate steady-state gain level nωr, the yaw-rate response time level nωt, and the yaw-rate overshoot level nωη;
the calculation formula of the yaw-rate steady-state gain level nωr is:
Nωr＝4[(Nωr1-Nωr2)/(Nωr1-Nωr3)]+6
n omega r1 is the steady-state gain upper limit value of the yaw rate; n omega r2 is the yaw rate steady-state gain actual value; n omega r3 is the steady-state gain lower limit value of the yaw rate;
the calculation formula of the yaw rate response time level nωt is:
Nωt＝4[(Nωt1-Nωt2)/(Nωt1-Nωt3)]+6
n ωt1 is the yaw rate response time upper limit; n omega t2 is the actual value of the yaw rate response time; n omega t3 is the lower limit value of the yaw rate response time;
the calculation formula of the yaw rate overshoot level nωη is:
Nωη＝4[(Nωη1-Nωη2)/(Nωη1-Nωη3)]+6
nωη1 is the yaw rate overshoot upper limit; actual value of N omega eta 2 yaw rate overshoot; a lower limit value of the overshoot of the N omega eta 3 yaw rate;
roll angle response level of vehicle bodySteady-state gain level for roll angle of vehicle body>Roll response time level for a vehicle bodyAnd the roll angle overshoot level of the vehicle body +.>Arithmetic mean of (2);
steady gain level for roll angle of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the steady gain of the roll angle of the vehicle body; />The actual value of the steady gain of the roll angle of the vehicle body; />The lower limit value of the steady gain of the roll angle of the vehicle body;
roll response time level for a vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the response time of the roll angle of the vehicle body; />The actual value of the roll angle response time of the vehicle body; />The lower limit value of the response time of the roll angle of the vehicle body;
roll angle overshoot level of vehicle bodyThe calculation formula of (2) is as follows:
the upper limit value of the roll angle overshoot of the vehicle body is set; />The actual value of the roll angle overshoot of the vehicle body; />The lower limit value of the overshoot of the roll angle of the vehicle body;
the centroid slip angle response level Nbeta is obtained by arithmetic average values of a centroid slip angle steady-state gain level Nbeta r, a centroid slip angle response time level Nbeta t and a centroid slip angle overshoot level Nbeta eta;
the calculation formula of the centroid slip angle steady-state gain level Nβr is as follows:
Nβr＝4[(Nβr1-Nβr2)/(Nβr1-Nβr3)]+6
nβr1 is the centroid slip angle steady-state gain upper limit; n beta r2 is the actual value of steady-state gain of the centroid slip angle; nβr3 is the centroid slip angle steady-state gain lower limit;
the calculation formula of the centroid slip angle response time level Nβt is as follows:
Nβt＝4[(Nβt1-Nβt2)/(Nβt1-Nβt3)]+6
n beta t1 is the upper limit value of the response time of the centroid slip angle; n beta t2 is the actual value of the centroid slip angle response time; n beta t3 is the lower limit value of the response time of the centroid slip angle;
the calculation formula of the centroid slip angle overshoot level Nβη is as follows:
Nβη＝4[(Nβη1-Nβη2)/(Nβη1-Nβη3)]+6
nβη1 is the upper limit value of the overshoot of the centroid slip angle; nβη2 is the actual value of the overshoot of the centroid slip angle; nβη3 is the lower limit value of the overshoot of the centroid slip angle;
the yaw rate steady-state gain upper limit value, the vehicle body roll angle steady-state gain upper limit value and the centroid slip angle steady-state gain upper limit value are all 0.33; the lower limit value of the steady-state gain of the yaw angle, the lower limit value of the steady-state gain of the roll angle and the lower limit value of the steady-state gain of the centroid are all 0.16; the yaw rate response time upper limit value, the vehicle body roll angle response time upper limit value and the centroid roll angle response time upper limit value are all 0.3; the lower limit value of the yaw rate response time, the lower limit value of the vehicle body roll angle response time and the lower limit value of the centroid roll angle response time are all 0.1; the upper limit value of the yaw rate overshoot, the upper limit value of the vehicle body side dip angle overshoot and the upper limit value of the centroid side dip angle overshoot are all 0.8, and the lower limit value of the yaw rate overshoot, the lower limit value of the vehicle body side dip angle overshoot and the lower limit value of the centroid side dip angle overshoot are all 0.3;
the instantaneous change rate includes an absolute value maximum of the instantaneous change rate of the yaw rate, an absolute value maximum of the instantaneous change rate of the vehicle body roll angle, and an absolute value maximum of the instantaneous change rate of the centroid slip angle.
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