CN117010077A - Method and device for checking limiting included angle of driving shaft in suspension of vehicle - Google Patents
Method and device for checking limiting included angle of driving shaft in suspension of vehicle Download PDFInfo
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- CN117010077A CN117010077A CN202310643694.XA CN202310643694A CN117010077A CN 117010077 A CN117010077 A CN 117010077A CN 202310643694 A CN202310643694 A CN 202310643694A CN 117010077 A CN117010077 A CN 117010077A
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Abstract
The application provides a checking method and a checking device for a limiting included angle of a driving shaft in a suspension of a vehicle. And simulating and outputting the maximum included angle of the driving shaft of the suspension in the jumping full-stroke and steering full-stroke working conditions by building a suspension motion model. And finally comparing the included angles of the driving shafts obtained by simulation of the two models to be used as the maximum value which can be reached by the driving shafts under the limiting drift working condition. Therefore, the maximum included angle which can be achieved by the driving shaft under the limit working condition of the vehicle can be effectively checked, the problem of large error caused by imperfect design check can be avoided, and the guarantee is provided for the customer to safely experience the limit performance of the vehicle.
Description
Technical Field
The application relates to the technical field of automobile manufacturing, in particular to a checking method and device for limiting included angles of driving shafts in a suspension of a vehicle.
Background
With the rapid development of new energy automobiles, the automobile drift function is gradually popularized to customers. The included angle between the shaft lever of the vehicle driving shaft and the ball cage can change in real time along with the steering and jumping of the front wheel, but the limit included angle between the shaft lever of the driving shaft and the ball cage is limited due to the structural influence. When the vehicle is in a drifting working condition, the elastic element of the suspension system can generate irregular deformation, so that the wheel corner is abnormally increased, and finally, the included angle between the driving shaft rod and the ball cage breaks through the limit value of the included angle, and the driving shaft structure is damaged.
In the related art, the included angle check of the driving shaft simulates the change of the included angle of the driving shaft in the up-and-down jumping and steering process of the suspension by using a suspension movement simulation model, and then a certain safety margin is reserved as a limiting value of the included angle of the driving shaft for design.
However, the suspension motion simulation model cannot simulate suspension flexible deformation, and an error generated by checking the limit included angle of the driving shaft by adopting the existing suspension motion simulation model is large.
Disclosure of Invention
The application provides a method and a device for checking a limiting included angle of a driving shaft in a suspension of a vehicle, which are used for solving the problem of large error in checking the limiting included angle of the driving shaft in the prior art.
In a first aspect, the present application provides a method for checking a limiting angle of a driving shaft in a suspension of a vehicle, including: building a suspension motion model of the vehicle, and acquiring the maximum included angle of a driving shaft of the suspension of the vehicle in the jumping full-travel and steering full-travel working conditions according to the suspension motion model; building a suspension dynamics model of the vehicle, and acquiring data of a drifting working condition of the vehicle; acquiring an included angle of a driving shaft of the vehicle under a limiting drift working condition according to the suspension dynamics model and the data; and taking the maximum value of the included angle and the maximum included angle of the driving shaft as the limit included angle of the driving shaft.
Optionally, acquiring data of a drift condition of the vehicle includes: the data include a turning angle of a steering wheel of the vehicle, a stroke of suspension run-out, a lateral force applied to a tire of the vehicle, and an acceleration of a body of the vehicle, a test sensor group is provided in the vehicle, and the data is acquired by the test sensor group.
Optionally, a test sensor group is set in the vehicle, and data is acquired through the test sensor group, including: the test sensor group comprises a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexad force sensor and a vehicle body acceleration sensor; under the drifting working condition, the vehicle obtains a rotation angle through a steering wheel rotation angle sensor, obtains the stroke of suspension jumping through a suspension stroke displacement sensor, obtains the lateral force born by the tire through a tire six-component force sensor, and obtains the acceleration of the vehicle body through a vehicle body acceleration sensor.
Optionally, a test sensor group is set in the vehicle, and data is acquired through the test sensor group, and the method further includes: and carrying out noise reduction treatment on the data.
Optionally, according to the suspension dynamics model and the data, acquiring an included angle of a driving shaft of the vehicle under the limit drift working condition, and further including: analyzing the data to obtain the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force received by the tire when the lateral acceleration direction of the vehicle body is opposite to the rotation direction of the steering wheel under the extreme drift working condition of the vehicle; acquiring a stroke value and an acceleration value through corresponding stroke of suspension runout and acceleration of a vehicle body when the rotation angle of the steering wheel is the maximum value and the lateral force received by the tire is the maximum value; and inputting the maximum rotation angle of the steering wheel, the maximum value of the lateral force born by the tire, the stroke value and the acceleration value into a suspension dynamics model to obtain the included angle of the driving shaft of the vehicle under the limiting drift working condition.
Optionally, building a suspension motion model of the vehicle, and building a suspension dynamics model of the vehicle, including: and constructing a suspension motion model through CATIA software, and constructing a suspension dynamics model through ADAMS software.
In a second aspect, an embodiment of the present application provides a checking device for limiting an included angle between driving shafts in a suspension of a vehicle, where the checking device includes: the first modeling module is used for building a suspension motion model of the vehicle, and acquiring the maximum included angle of a driving shaft of the suspension of the vehicle under the working conditions of jumping full stroke and steering full stroke according to the suspension motion model; the second modeling module is used for building a suspension dynamics model of the vehicle; the first acquisition module is used for acquiring data of vehicle drifting conditions; the second acquisition module is used for acquiring the included angle of the driving shaft of the vehicle under the limiting drift working condition according to the suspension dynamics model and the data; and the comparison output module is used for taking the maximum value of the included angle and the maximum included angle of the driving shaft as the limit included angle of the driving shaft.
Optionally, the first acquisition module comprises a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexacomponent sensor and a vehicle body acceleration sensor.
Optionally, the checking device further comprises a noise reduction module and an analysis module, the noise reduction module is used for carrying out noise reduction processing on the data, and the analysis module is used for analyzing the data.
Optionally, the second obtaining module is used for obtaining the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force applied to the tire when the lateral acceleration direction of the vehicle body is opposite to the rotation direction of the steering wheel under the limit drifting working condition.
The second acquisition module is also used for acquiring the stroke value and the acceleration value through the corresponding stroke of suspension run-out and the acceleration of the vehicle body when the rotation angle of the steering wheel is the maximum value and the lateral force born by the tire is the maximum value.
The second acquisition module is also used for inputting the maximum value of the rotation angle of the steering wheel, the maximum value of the lateral force born by the tire, the stroke value and the acceleration value into the suspension dynamics model to obtain the included angle of the driving shaft of the vehicle under the limiting drift working condition.
In a third aspect, an embodiment of the present application provides a computer readable storage medium, where computer executable instructions are stored, where the computer executable instructions, when executed by a processor, are configured to implement a method for checking a limiting angle of a drive shaft in a suspension of any vehicle according to the first aspect.
In a fourth aspect, embodiments of the present application provide a computer program product comprising a computer program which, when executed by a processor, implements a method for checking a limiting angle of a drive axle in a suspension of any vehicle as in the first aspect.
According to the checking method and device for the limiting included angle of the driving shaft in the suspension of the vehicle, provided by the application, the suspension dynamics model is built, the related data of the vehicle drifting condition is acquired, and the acquired data is further input into the suspension dynamics model to simulate and obtain the included angle of the driving shaft under the limiting vehicle drifting condition. And simulating and outputting the maximum included angle of the driving shaft of the suspension in the jumping full-stroke and steering full-stroke working conditions by building a suspension motion model. And finally comparing the included angles of the driving shafts obtained by simulation of the two models to be used as the maximum value which can be reached by the driving shafts under the limiting drift working condition. Therefore, the maximum included angle which can be achieved by the driving shaft under the limit working condition of the vehicle can be effectively checked, the problem of large error caused by imperfect design check can be avoided, and the guarantee is provided for the customer to safely experience the limit performance of the vehicle.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
FIG. 1 is a schematic structural view of a drive shaft;
fig. 2 is a schematic flow chart of a checking method for limiting included angles of driving shafts in a suspension of a vehicle according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of a control device for limiting an included angle of a driving shaft in a suspension of a vehicle according to an embodiment of the present application.
Reference numerals illustrate:
10-driving shaft;
100-fixed joint assembly; 200-moving joint assembly; 300-shaft lever.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying claims.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
FIG. 1 is a schematic structural view of a drive shaft; the drive shaft 10 is a set of gears for transmitting torque and rotational movement output by a gear change mechanism (gearbox, reduction gear, rear main reduction, etc.) to the drive wheels. Referring to fig. 1, a driving shaft 10 is composed of a fixed joint assembly 100, a movable joint assembly 200, and a shaft 300. Wherein the fixed joint assembly 100 is a universal joint near the hub end, also known as an outer ball cage, and assumes a majority of the steering function of the drive shaft. The motion joint assembly 200 is a universal joint near the end of the transmission, also known as an inner ball cage, that performs the function of the drive shaft to compensate for vehicle suspension motion and partial steering. Shaft 300 serves to couple the inner and outer cages for transmitting torque and rotational movement.
The angle between the shaft 300 of the drive shaft 10 and the ball cage is limited by the structure of the drive shaft 10. In the steering process of the vehicle, the included angle can change in real time along with the steering and jumping of the front wheels. When the vehicle is under the extreme drift working condition, the elastic element of the suspension system can generate irregular deformation, and at the moment, the corner of the wheel can be abnormally increased, so that the included angle is easy to break through the limit value, and the driving shaft structure is damaged. For this reason, it is important to perform effective checking of the limiting angle of the drive shaft.
However, in the related art, the included angle check of the driving shaft is often designed by simulating the change of the included angle of the driving shaft in the up-and-down runout and rotation process of the suspension through a suspension motion simulation model, and then a certain safety margin is reserved as an included angle limit value. The method can not simulate the flexible deformation of the suspension, so that the obtained limit value of the included angle has large error and inaccuracy, and the design work can not be effectively guided to be carried out.
In view of the above, the embodiment of the application provides a method and a device for checking a limiting included angle of a driving shaft in a suspension of a vehicle, which are implemented by constructing two simulation models, namely a suspension motion model and a suspension dynamics model; simulating and outputting the maximum included angle of a driving shaft of the suspension in the jumping full-stroke and steering full-stroke working conditions by adopting a suspension motion model; and further acquiring related data of the vehicle drifting working condition, and inputting the data into a suspension dynamics model to simulate to obtain an included angle of a driving shaft under the vehicle limiting drifting working condition. And finally comparing the included angles of the driving shafts obtained by simulation of the two models to be used as the maximum value which can be reached by the driving shafts under the limiting drift working condition. Therefore, the maximum included angle which can be achieved by the driving shaft of the vehicle under the limit working condition can be effectively checked, and the problem of large error caused by imperfect design check can be avoided.
The technical scheme shown in the application is described in detail by specific examples. It should be noted that the following embodiments may exist alone or in combination with each other, and for the same or similar content, the description will not be repeated in different embodiments.
Fig. 2 is a schematic flow chart of a checking method for limiting included angles of driving shafts in a suspension of a vehicle according to an embodiment of the present application. Referring to fig. 2, the method includes:
s101, building a suspension motion model of the vehicle, and acquiring the maximum included angle of a driving shaft of the suspension of the vehicle in the jumping full-travel and steering full-travel working conditions according to the suspension motion model.
Specifically, before the suspension motion model of the vehicle is built, the suspension type of the vehicle is first determined, that is, the suspension type of the vehicle needs to be determined according to the structure and design of the vehicle, for example, a macpherson suspension, a double wishbone suspension, and the like. A suspension movement model of the vehicle is then created using the corresponding software tool, which is a model describing the movement of the wheels and other components connected to the suspension during the travel of the vehicle. The construction process of the suspension motion model can be as follows:
selecting a proper physical model library, such as Simscape Multibody, from simulation software such as MATLAB or Simulink; according to the structure and characteristics of the vehicle, a proper part model is selected to assemble a suspension system, and the suspension system comprises a spring, a shock absorber, an upper arm, a lower arm and the like when the suspension system is concretely realized; each part is parameterized, including spring stiffness, damping coefficient, friction force and the like; and an action controller is added to control each part according to the motion state (such as steering, acceleration and the like) of the vehicle. It can be appreciated that due to the complexity of the vehicle suspension system, the accuracy of the model is ensured by parameter adjustment and verification in combination with the measured data, so that the simulation accuracy of the maximum included angle of the output drive shaft can be ensured when the full-run-out and full-run-out conditions are simulated.
The built suspension motion model is used for simulating the jumping full-travel and steering full-travel working conditions of the suspension, and specifically, corresponding control signals are designed according to the working conditions required to be tested. For a bounce full-travel condition, the suspension system of the vehicle is illustratively activated by applying a vertically directed impact force; for the steering full-stroke condition, for example, the left and right steering can be performed according to the specified steering amplitude and frequency. It will be appreciated that the control signal is set in consideration of factors such as the operating habits of the driver and road conditions.
The motion characteristics and the stress conditions of the vehicle under the jumping full-travel and steering full-travel working conditions are simulated by simulating the jumping full-travel and steering full-travel working conditions of the suspension frame on the suspension frame motion model, a graph of the change of an included angle along with time is further drawn according to simulation results, and the maximum included angle value of a driving shaft of the suspension frame under the jumping full-travel and steering full-travel working conditions is calculated. It will be appreciated that the maximum included angle may be affected by a variety of factors, such as road conditions, speed, etc., all taken into account in the calculation.
S102, building a suspension dynamics model of the vehicle, and acquiring data of a drifting working condition of the vehicle.
The step can be understood as that a suspension dynamics model capable of simulating the flexible deformation of the suspension system is built, and the data of the drifting condition is obtained, so that the obtained data of the drifting condition of the vehicle can be conveniently input into the suspension dynamics model, and the limit included angle of the driving shaft under the drifting condition is obtained through simulation.
Specifically, before a suspension dynamics model of the vehicle is built, a proper suspension type and structure are selected, and models such as independent suspension, macpherson and the like are selected as examples, wherein the suspension dynamics model is a mathematical model for describing the motion and stress behaviors of a suspension system of the vehicle. The construction flow of the suspension dynamics model can be as follows:
the geometry of the suspension components is mapped and assembled using three-dimensional software (e.g., CATIA, solidWorks, etc.). Setting material properties: suitable physical properties are set for each component, including material density, young's modulus, poisson's ratio, and the like. And adding mass distribution in the model and distributing the mass distribution to corresponding parts so that factors such as the gravity center position and the like can be considered in the subsequent calculation of the motion state. Parameters such as rigidity, damping, free length and the like of the suspension system are set, and the basic characteristics of the suspension motion state are related. By inputting external load to the tire, various forces and disturbances experienced during the running of the vehicle, such as road surface irregularities, curve steering, etc., are simulated.
The motion states of the key components are calculated through kinematic analysis, wherein the motion states comprise displacement of road surface contact points, freedom degrees of wheels, suspension angles and the like. And (3) aiming at different load conditions, using simulation software to carry out optimal design and parameter adjustment. According to factors such as mass distribution, elastic rigidity and damping coefficient, dynamic characteristics such as inertia force, reaction force and bending moment of a suspension system are calculated, so that stability and safety of the suspension are ensured. The reliability and accuracy of the suspension model are verified using experimental or simulation software. And when the error is large, data correction and model improvement are carried out. Thus ensuring the accuracy of the model.
Specifically, acquiring data of a vehicle drift condition includes:
step S201, a test sensor group is arranged in a vehicle, wherein the test sensor group comprises a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexad force sensor and a vehicle body acceleration sensor;
in particular, a test sensor group is a group of sensors used to monitor and analyze vehicle dynamics and motion states in real time. The steering condition of the vehicle can be determined by detecting the rotation angle of the steering wheel at the time of steering, and a corresponding steering signal is output, which is generally mounted above or at the bottom of the steering wheel. During the movement of the vehicle, the steering wheel angle sensor can provide key steering information, such as steering speed, stability, steering shaft force and other parameters. The tire hexa-component force sensor is used to measure forces and moments in 3 directions, including lateral, longitudinal and vertical forces, experienced by the wheel simultaneously. The vehicle body acceleration sensor is used for measuring the acceleration condition of the vehicle body in the movement process, and corresponding signals are output by measuring the acceleration information in three axial directions.
Step S202, under the drifting condition, the vehicle obtains a rotation angle through a steering wheel rotation angle sensor, obtains the suspension jumping stroke through a suspension stroke displacement sensor, obtains the lateral force born by the tire through a tire six-component force sensor, and obtains the acceleration of the vehicle body through a vehicle body acceleration sensor.
Specifically, a tester drives the vehicle to test various drifting conditions, and the information such as steering wheel rotation angle, suspension stroke, six component force of the tire, acceleration of the vehicle body and the like of the vehicle is synchronously collected through a test sensor group.
In some examples, the data is noise reduced. In particular, in practical applications, the data collected by the sensor may be disturbed and noisy by various factors, which may lead to data instability, inaccuracy or inefficiency. Therefore, the rotation angle acquired by the steering wheel angle sensor, the suspension run-out travel acquired by the suspension travel displacement sensor and the lateral force received by the tire acquired by the tire six-component sensor are subjected to noise reduction processing, so that the accurate maximum value of the rotation angle of the steering wheel, the maximum value of the lateral force received by the tire, the travel value and the acceleration value under the drift working condition are obtained.
In particular implementations, algorithms are used to filter and process the steering angle of the steering wheel, the lateral forces experienced by the tire, the stroke values, and the acceleration values.
Specifically, for the data acquired by the steering wheel angle sensor, a sliding window algorithm is exemplarily used for noise reduction and filtering. And regarding the rotation angle data in a continuous period of time as a window, and smoothing the data in the window through algorithms such as average value filtering and the like. Thus, noise interference such as instantaneous fluctuation can be removed, and a more accurate maximum value of the rotation angle can be obtained.
For the data acquired by the tire hexacomponent sensor, a sliding window algorithm or a kalman filter algorithm is used for noise reduction and processing by way of example. The sliding window algorithm can perform operations such as average value filtering and the like on data in a continuous period of time, remove noise interference and obtain a more accurate maximum value of lateral force suffered by the tire. And the Kalman filtering algorithm can effectively inhibit random interference such as Gaussian noise and the like by recursively estimating and optimizing the data, so that the accuracy and stability of the data are improved.
For the data acquired by the vehicle body acceleration sensor, a differential algorithm or a filtering algorithm is used for noise reduction and processing, for example. The difference algorithm can eliminate constant interference caused by uniform motion through the difference between acceleration values measured in front and back times, and improves data precision. The filtering algorithm can perform operations such as average value filtering and median filtering on data in a continuous period of time, so that noise interference is removed, and a more accurate acceleration value is obtained.
S103, acquiring an included angle of a driving shaft of the vehicle under a limiting drift working condition according to the suspension dynamics model and the data.
Specifically, this step can be understood as acquiring the included angle of the drive shaft of the vehicle under the extreme drift condition by inputting the data acquired in step S202 into the suspension dynamics model based on the suspension dynamics model and the data acquired in step S202.
In some embodiments, performing step S103 further comprises:
step S301, analyzing the data acquired in the step S202 to screen and acquire the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force received by the tire when the lateral acceleration direction of the vehicle body is opposite to the rotation direction of the steering wheel under the limit drifting working condition; and when the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force applied to the tire are obtained, the corresponding stroke of suspension run-out and the acceleration of the vehicle body are obtained, and the stroke value and the acceleration value are obtained.
And step S302, inputting the maximum rotation angle of the steering wheel, the maximum value of the lateral force received by the tire, the stroke value and the acceleration value into a suspension dynamics model for simulation, and obtaining the included angle of the driving shaft of the vehicle under the limiting drift working condition through simulation.
S104, taking the maximum value of the included angle and the maximum included angle of the driving shaft as the limit included angle of the driving shaft.
The step can be understood as that the maximum included angle of the driving shaft obtained by the suspension motion model simulation is compared with the included angle of the driving shaft under the limit drift working condition obtained by the suspension dynamics model simulation, and the maximum value of the maximum included angle and the included angle is taken as the maximum value which can be reached by the driving shaft under the limit working condition of the vehicle. In the concrete implementation, a certain safety margin is reserved by comprehensively judging errors in the production and assembly processes of the parts so as to determine the limit included angle value of the driving shaft to be designed. The design development work of the driving shaft in the vehicle development process is satisfied.
In some embodiments, the suspension motion model is built by CATIA software and the suspension dynamics model is built by ADAMS software.
Specifically, building a suspension motion model by CATIA software includes: opening CATIA software and creating a new Part file; according to the actual condition of the vehicle, the type and the structure of the suspension are selected, such as double A arms, mcPherson, independent suspension and the like, and sketches (including upper arms, lower arms, connecting rods and the like) of detailed designs of various suspension parts are drawn; creating a corresponding three-dimensional part model by using an architecture tool of CATIA according to the size parameters in the sketch, and assembling the suspension parts; adding material properties to the suspension model, and performing mass distribution and rigidity/damping setting on the suspension component; adding external loads to the wheel and ground; dynamic characteristics of the suspension system were simulated and analyzed using the kinematic and kinetic simulation tools of CATIA. In the process, scene information such as vehicle speed, road surface height, fluctuation and the like can be set so as to reflect the performance of the suspension system more truly. Parameters of the suspension system are adjusted to achieve the purposes of optimizing motion control, improving comfort, reducing vibration and the like.
Building a suspension dynamics model by ADAMS software comprises:
model preparation
First, a new model is created in ADAMS, introducing the necessary components and elements. For a vehicle suspension system, a three-dimensional model of each component is imported, and parameters such as material properties, quality and the like are set. At the same time, the initial state of the vehicle (such as position, speed, attitude, etc.) and the external load applied to the vehicle are also defined.
Establishing a suspension model
And selecting a proper suspension type according to factors such as the type of the vehicle and the expected use environment, and establishing a suspension model according to the structural characteristics and the working principle of the suspension type. Specifically, the method can be carried out according to the following steps:
(1) And (3) establishing a spring model: in ADAMS, a linear spring or a nonlinear spring is selected to set the spring characteristics according to parameters such as an elastic coefficient and a free length. Tabulated Function can also be used to formulate non-linear damping and friction characteristics.
(2) Building a damper model: in ADAMS, standard linear shock absorbers are utilized and set with shock absorber parameters such as the damping coefficient of compression and rebound, the length and diameter of the shock absorber, and the like.
(3) Establishing upper arm, lower arm and suspension connecting rod models: corresponding upper and lower arm and suspension link models are established according to the type of vehicle and the expected use requirements. For example, a flexible member or a rigid constraint may be selected, and parameters such as stiffness and damping coefficient may be set accordingly.
Design driver
In ADAMS, the energy output from the tires and engine of a vehicle is simulated by adding drivers such as angular momentum, torque, and motors. A simulation of the steady-state and unsteady-state characteristics of the vehicle is achieved by setting control parameters, such as speed, torque, power, etc., for each driver.
Definition of road surface
When simulating the movement of a vehicle, the characteristics and conditions of the road surface on which the vehicle is positioned need to be considered. In ADAMS, road surface design is performed by using Terrain Tool, a road surface model is generated according to factors such as Terrain height difference, road surface gradient, unevenness and the like, and road surface types and parameters are defined.
Simulation and analysis were performed
After the basic settings of the suspension model, the driver, the road surface and the like are completed, simulation calculation and data analysis are carried out. The performance and reliability of the suspension system are ensured by researching the motion performance and response characteristics of the vehicle, and parameter optimization and improvement are carried out according to requirements.
According to the checking method of the limiting included angle of the driving shaft in the suspension, two simulation models, namely a suspension motion model and a suspension dynamics model, are built; simulating and outputting the maximum included angle of a driving shaft of the suspension in the jumping full-stroke and steering full-stroke working conditions by adopting a suspension motion model; and further acquiring and denoising related data of the vehicle drift working condition, and inputting the data into a suspension dynamics model to simulate to obtain an included angle of a driving shaft under the vehicle limit drift working condition. And finally comparing the included angles of the driving shafts obtained by simulation of the two models to be used as the maximum value which can be reached by the driving shafts under the limiting drift working condition. Therefore, the maximum included angle which can be achieved by the driving shaft of the vehicle under the limit working condition can be effectively checked, and the problem of large error caused by imperfect design check can be avoided.
Fig. 3 is a schematic structural diagram of a checking device for limiting an included angle of a driving shaft in a suspension of a vehicle according to an embodiment of the present application. Referring to fig. 3, a checking device 20 for limiting an included angle of a driving shaft in a suspension of a vehicle according to an embodiment of the present application includes:
the first modeling module 21 is configured to build a suspension motion model of the vehicle, and obtain a maximum included angle of a driving shaft of the suspension of the vehicle in the jumping full-travel and steering full-travel working conditions according to the suspension motion model.
Specifically, a suspension motion model is built through the first modeling module 21, the suspension motion model is simulated under the jumping full-travel and steering full-travel working conditions of the suspension, after the motion characteristics and the stress conditions of the vehicle under the jumping full-travel and steering full-travel working conditions are simulated, a graph of the change of the included angle along with time is further drawn according to simulation results, and the maximum included angle value of the driving shaft of the suspension under the jumping full-travel and steering full-travel working conditions is calculated.
A second modeling module 22 for building a suspension dynamics model of the vehicle; the first obtaining module 23 is configured to obtain data of a drift condition of the vehicle; the second obtaining module 24 is configured to obtain an included angle of a driving shaft of the vehicle under a limiting drift condition according to the suspension dynamics model and the data; a noise reduction module 25 for performing noise reduction processing on the data; an analysis module 26 for analyzing the data.
Specifically, the first acquisition module 21 includes a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexacomponent sensor, and a vehicle body acceleration sensor, and data of a vehicle drift condition is acquired through the first acquisition module 21.
The noise reduction module 25 is used for carrying out noise reduction processing on the data of the vehicle drifting condition acquired by the first acquisition module, namely, the rotation angle acquired by the steering wheel angle sensor, the suspension jumping stroke acquired by the suspension stroke displacement sensor and the lateral force received by the tire acquired by the tire six-component sensor, and the acceleration of the vehicle body acquired by the vehicle body acceleration sensor is used for carrying out noise reduction processing so as to acquire the accurate maximum value of the rotation angle of the steering wheel, the maximum value of the lateral force received by the tire, the stroke value and the acceleration value under the drifting condition.
Analyzing the data by using the analysis module 26 so that the second acquisition module 24 acquires the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force applied to the tire when the lateral acceleration direction of the vehicle body is opposite to the rotation direction of the steering wheel under the limit drifting condition; and obtaining a stroke value and an acceleration value through the corresponding stroke of suspension run-out and the acceleration of the vehicle body when the rotation angle of the steering wheel is the maximum value and the lateral force received by the tire is the maximum value.
Building a suspension dynamics model of the vehicle through a second modeling module 22, and acquiring an included angle of a driving shaft of the vehicle under a limiting drift working condition through a second acquisition module 24 according to the suspension dynamics model and data; namely, the maximum value of the rotation angle of the steering wheel, the maximum value of the lateral force, the stroke value and the acceleration value of the tire are input into a suspension dynamics model for simulation, and the included angle of a driving shaft of the vehicle under the limiting drift working condition is obtained through simulation.
And the comparison output module 27 is used for taking the maximum value of the included angle and the maximum included angle of the driving shaft as the limit included angle of the driving shaft.
Specifically, the comparison output module 27 compares the maximum included angle of the driving shaft obtained by the suspension motion model simulation with the included angle of the driving shaft under the limit drift working condition obtained by the suspension dynamics model simulation, and takes the maximum value of the maximum included angle and the included angle as the maximum value which can be reached by the driving shaft under the limit working condition of the vehicle.
The checking device 20 for limiting included angles of driving shafts in a suspension of a vehicle according to the embodiment of the present application may execute the technical scheme of the checking method for limiting included angles of driving shafts in a suspension of a vehicle according to the above method embodiment, and its implementation principle and technical effect are similar and will not be described herein.
The embodiment of the application provides a computer readable storage medium, wherein computer execution instructions are stored on the readable storage medium; the computer-executable instructions, when executed by the processor, are configured to implement a method for checking the limiting angle of the drive axle in the suspension of a vehicle according to any of the embodiments described above.
An embodiment of the present application provides a computer program product, where the computer program product includes a computer program, when the program is executed, causes the computer to execute the method for checking a limiting angle of a drive shaft in a suspension of a vehicle.
All or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a readable memory. The program, when executed, performs steps including the method embodiments described above; and the aforementioned memory (storage medium) includes: read-only memory (ROM), RAM, flash memory, hard disk, solid state disk, magnetic tape, floppy disk, optical disk, and any combination thereof.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processing unit of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processing unit of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It is to be understood that the application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (12)
1. A method for checking a limiting angle of a drive shaft in a suspension of a vehicle, comprising:
building a suspension motion model of a vehicle, and acquiring a maximum included angle of a driving shaft of a suspension of the vehicle under the working conditions of jumping full stroke and steering full stroke according to the suspension motion model;
building a suspension dynamics model of the vehicle, and acquiring data of the drift working condition of the vehicle;
acquiring an included angle of the driving shaft of the vehicle under a limiting drift working condition according to the suspension dynamics model and the data;
and taking the maximum value of the included angle of the driving shaft and the maximum included angle as the limit included angle of the driving shaft.
2. The method for checking the limiting angle of the driving shaft in the suspension of the vehicle according to claim 1, wherein the step of obtaining the data of the drift condition of the vehicle comprises the steps of:
the data comprise the rotation angle of a steering wheel of the vehicle, the stroke of suspension run-out, the lateral force born by tires of the vehicle and the acceleration of a vehicle body of the vehicle, a test sensor group is arranged in the vehicle, and the data are acquired through the test sensor group.
3. The method for checking a limiting angle of a drive shaft in a suspension of a vehicle according to claim 2, wherein a test sensor group is provided in the vehicle, the data is acquired by the test sensor group, comprising:
the test sensor group comprises a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexad force sensor and a vehicle body acceleration sensor;
under the drifting working condition, the vehicle obtains the rotation angle through the steering wheel angle sensor, obtains the suspension jumping stroke through the suspension stroke displacement sensor, obtains the lateral force born by the tire through the tire six-component sensor, and obtains the acceleration of the vehicle body through the vehicle body acceleration sensor.
4. A method for checking a limiting angle of a drive shaft in a suspension of a vehicle according to claim 3, wherein a test sensor group is provided in the vehicle, the data being acquired by the test sensor group, further comprising: and carrying out noise reduction processing on the data.
5. The method for checking a limiting angle of a drive shaft in a suspension of a vehicle according to any one of claims 3 or 4, wherein acquiring the angle of the drive shaft of the vehicle under a limiting drift condition based on the suspension dynamics model and the data, further comprises:
analyzing the data to obtain the maximum value of the rotation angle of the steering wheel and the maximum value of the lateral force applied to the tire when the lateral acceleration direction of the vehicle body is opposite to the rotation direction of the steering wheel under the limit drifting working condition of the vehicle;
acquiring a stroke value and an acceleration value through corresponding stroke of suspension run-out and acceleration of the vehicle body when the rotation angle of the steering wheel is the maximum value and the lateral force received by the tire is the maximum value;
and inputting the maximum rotation angle of the steering wheel, the maximum value of the lateral force born by the tire, the stroke value and the acceleration value into the suspension dynamics model to obtain the included angle of the driving shaft of the vehicle under the limiting drift working condition.
6. The method for checking a limiting angle of a drive shaft in a suspension of a vehicle according to claim 5, wherein the building a suspension motion model of the vehicle, the building a suspension dynamics model of the vehicle, comprises:
constructing the suspension motion model through CATIA software;
and building the suspension dynamics model through ADAMS software.
7. A checking device for limiting angles of driving shafts in a suspension of a vehicle, the device comprising:
the first modeling module is used for building a suspension motion model of the vehicle, and acquiring the maximum included angle of a driving shaft of the suspension of the vehicle under the working conditions of jumping full stroke and steering full stroke according to the suspension motion model;
the second modeling module is used for building a suspension dynamics model of the vehicle;
the first acquisition module is used for acquiring data of vehicle drift conditions;
the second acquisition module is used for acquiring an included angle of the driving shaft of the vehicle under a limiting drift working condition according to the suspension dynamics model and the data;
and the comparison output module is used for taking the maximum value of the included angle of the driving shaft and the maximum included angle as the limit included angle of the driving shaft.
8. The apparatus according to claim 7, wherein the first acquisition module includes a steering wheel angle sensor, a suspension stroke displacement sensor, a tire hexacomponent sensor, and a vehicle body acceleration sensor.
9. The device for checking a limiting angle of a drive shaft in a suspension of a vehicle according to claim 7, further comprising a noise reduction module for performing noise reduction processing on the data and an analysis module for analyzing the data.
10. The device for checking the limit included angle of the driving shaft in the suspension of the vehicle according to claim 9, wherein the second acquisition module is configured to acquire a maximum value of a rotation angle of the steering wheel and a maximum value of a lateral force applied to the tire when the vehicle is in a limit drifting condition and a lateral acceleration direction of the vehicle body is opposite to a rotation direction of the steering wheel;
the second acquisition module is further used for obtaining a stroke value and an acceleration value through the corresponding stroke of suspension run-out and the corresponding acceleration of the vehicle body when the rotation angle of the steering wheel is the maximum value and the lateral force born by the tire is the maximum value;
the second acquisition module is further used for inputting the maximum value of the rotation angle of the steering wheel, the maximum value of the lateral force born by the tire, the stroke value and the acceleration value into the suspension dynamics model to obtain the included angle of the driving shaft of the vehicle under the limiting drift working condition.
11. A computer-readable storage medium, wherein computer-executable instructions are stored in the computer-readable storage medium, which when executed by a processor, is configured to implement the method for checking the limiting angle of the drive shaft in the suspension of the vehicle according to any one of claims 1 to 6.
12. A computer program product comprising a computer program which, when executed by a processor, implements a method for checking the limit angle of the drive axle in the suspension of a vehicle according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310643694.XA CN117010077A (en) | 2023-06-01 | 2023-06-01 | Method and device for checking limiting included angle of driving shaft in suspension of vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310643694.XA CN117010077A (en) | 2023-06-01 | 2023-06-01 | Method and device for checking limiting included angle of driving shaft in suspension of vehicle |
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| CN117010077A true CN117010077A (en) | 2023-11-07 |
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| CN202310643694.XA Pending CN117010077A (en) | 2023-06-01 | 2023-06-01 | Method and device for checking limiting included angle of driving shaft in suspension of vehicle |
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| Country | Link |
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| CN (1) | CN117010077A (en) |
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- 2023-06-01 CN CN202310643694.XA patent/CN117010077A/en active Pending
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