CN117565878B - Tire residual lateral force acquisition method, device, equipment and storage medium - Google Patents
Tire residual lateral force acquisition method, device, equipment and storage medium Download PDFInfo
- Publication number
- CN117565878B CN117565878B CN202410069114.5A CN202410069114A CN117565878B CN 117565878 B CN117565878 B CN 117565878B CN 202410069114 A CN202410069114 A CN 202410069114A CN 117565878 B CN117565878 B CN 117565878B
- Authority
- CN
- China
- Prior art keywords
- parameter
- tire
- lateral force
- residual lateral
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 47
- 238000003860 storage Methods 0.000 title claims abstract description 20
- 238000004590 computer program Methods 0.000 claims description 7
- 238000012937 correction Methods 0.000 abstract description 5
- 238000013461 design Methods 0.000 description 26
- 238000004364 calculation method Methods 0.000 description 13
- 238000010586 diagram Methods 0.000 description 11
- 230000000694 effects Effects 0.000 description 4
- 238000012545 processing Methods 0.000 description 4
- 238000004146 energy storage Methods 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000001681 protective effect Effects 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000003491 array Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000004566 building material Substances 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 210000003041 ligament Anatomy 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000005055 memory storage Effects 0.000 description 1
- 238000010295 mobile communication Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
- 238000007086 side reaction Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/30—Wheel torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The application discloses a method, a device, equipment and a storage medium for obtaining residual lateral force of a tire, which belong to the field of vehicle deviation correction.
Description
Technical Field
The invention relates to the field of vehicle deviation correction, in particular to a method, a device, equipment and a storage medium for acquiring residual lateral force of a tire.
Background
As the domestic automotive market has matured, the road environment and driving experience have also tended to mature, and users have begun to pay attention to the safety of vehicles. The vehicle deviation refers to the phenomenon that the vehicle deviates from the original running direction during normal running, in order to maintain the normal running of the vehicle, a driver needs to apply extra deviation correcting moment on a steering wheel, so that the hand fatigue of the driver is easy to cause, bad driving feeling is brought, and the vehicle deviation also has certain potential safety hazard.
The influence factors of the vehicle deviation relate to parts such as a suspension system, a driving system, tires, a steering system and the like of the vehicle, and the influence of the tires on the deviation is required to be considered when designing the tire scheme because the whole vehicle suspension system, the steering system, the driving system and the like have locked part schemes, the whole vehicle with the deviation problem has higher modification cost and longer period, and the deviation is corrected in the industry by adopting modes such as optimizing the tires, optimizing EPS, positioning four wheels and the like.
The main influencing factors of the tire on the whole vehicle deviation are tire parameters such as tire pressure, rolling radius, conicity force, residual lateral force and the like. The tire pressure and the rolling radius are related to the tire specification, the taper force is related to the tire manufacturing process, the residual lateral force is the lateral force after the influence of the tire correction moment is removed when the influence of the taper is zero, the residual lateral force of the tire is the key parameter of the influence of the tire on deflection, and however, the current industry does not define how to acquire the residual lateral force of the tire required by the whole vehicle.
Disclosure of Invention
The first aspect of the present application proposes a tire residual lateral force acquisition method, the method comprising:
Acquiring road cross slope information, and determining the residual lateral force of a first tire according to the road cross slope information;
acquiring vehicle information, and determining the residual lateral force of the second tire according to the vehicle information;
And obtaining the residual lateral force of the whole tire according to the residual lateral force of the first tire and the residual lateral force of the second tire, wherein the residual lateral force of the whole tire is used for adjusting the design of the tire of the vehicle in the whole design stage.
Further, the road cross slope information comprises a road surface cross slope parameter and a first wheel load parameter.
Further, the determining the first tire residual lateral force according to the road grade information includes:
Obtaining a first angle corresponding to the road surface transverse gradient parameter according to the road surface transverse gradient parameter;
Determining a first tire residual lateral force based on the first angle and the first wheel load parameter;
The road surface transverse gradient parameter is determined according to the road surface width, the road surface type, the longitudinal slope and the climate condition.
Further, the first angle corresponding to the road surface transverse gradient parameter is obtained by the following formula:
；
the first tire residual lateral force is obtained by the following formula:
PRCFG=F*sinθ；
Wherein i is the road surface transverse gradient parameter, θ is a first angle corresponding to the road surface transverse gradient parameter, F is the first wheel load parameter, and PRCF G is the first tire residual lateral force.
Further, the vehicle information includes: the front wheel track parameter, the rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter, the right rear wheel driving force parameter, the front axle center to vehicle center of mass distance parameter, the rear axle center to vehicle center of mass distance parameter and the number of rear wheel single-wheel tires of the whole vehicle.
Further, the determining a second tire residual lateral force from the vehicle information includes:
Obtaining a left front wheel driving moment parameter, a right front wheel driving moment parameter, a left rear wheel driving moment parameter and a right rear wheel driving moment parameter according to the whole vehicle front wheel track parameter, the whole vehicle rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter and the right rear wheel driving force parameter;
And determining a second tire residual lateral force parameter according to the left front wheel driving moment parameter, the right front wheel driving moment parameter, the left rear wheel driving moment parameter, the right rear wheel driving moment parameter, the front axle center-to-vehicle mass center distance parameter, the rear axle center-to-vehicle mass center distance parameter and the number of rear wheel single-wheel tires.
Further, the left front wheel driving torque parameter is obtained by the following formula:
；
the right front wheel driving torque parameter is obtained by the following formula:
；
the left rear wheel driving torque parameter is obtained through the following formula:
；
the right rear wheel driving torque parameter is obtained by the following formula:
；
The second tire residual lateral force is obtained by the following formula:
；
Wherein, T F is the front wheel track parameter of the whole vehicle, T R is the rear wheel track parameter of the whole vehicle, F DFL is the driving force parameter of the left front wheel, F DFR is the driving force parameter of the right front wheel, F DRL is the driving force parameter of the left rear wheel, F DRR is the driving force parameter of the right rear wheel, l a is the distance parameter from the center of the front axle to the center of mass of the vehicle, l b is the distance parameter from the center of the rear axle to the center of mass of the vehicle, M is the number of single tires of the rear wheels, M DFL is the driving torque parameter of the left front wheel, M DFR is the driving torque parameter of the right front wheel, M DRL is the driving torque parameter of the left rear wheel, M DRR is the driving torque parameter of the right rear wheel, and PRCF D is the residual lateral force of the second tire.
A second aspect of the present application proposes a tire residual lateral force obtaining device, the device comprising:
the first tire residual lateral force acquisition module is used for acquiring road cross slope information and determining the first tire residual lateral force according to the road cross slope information;
the second tire residual lateral force acquisition module is used for acquiring vehicle information and determining the second tire residual lateral force according to the vehicle information;
and the whole tire residual lateral force acquisition module is used for acquiring the whole tire residual lateral force according to the first tire residual lateral force and the second tire residual lateral force.
A third aspect of the present application proposes an electronic device comprising a memory storing a computer program and a processor implementing the tire residual lateral force acquisition method proposed by the first aspect of the present application when executing the computer program.
A fourth aspect of the present application proposes a computer-readable storage medium storing a computer program which, when executed by a processor, implements the tire residual lateral force acquisition method proposed by the first aspect of the present application.
The application provides a method, a device, equipment and a storage medium for acquiring tire residual lateral force, which are used for determining first tire residual lateral force and second tire residual lateral force by acquiring road cross slope information and acquiring vehicle information, acquiring the tire residual lateral force of a whole vehicle according to the first tire residual lateral force and the second tire residual lateral force, acquiring more accurate tire performance parameters aiming at wheel deviation, adjusting the design scheme of the vehicle tire according to the whole vehicle tire residual lateral force serving as a key parameter of the whole vehicle deviation in a whole vehicle development stage, avoiding the whole vehicle running deviation problem in advance, improving the straight running stability of the whole vehicle, reducing the risk of the deviation problem, avoiding the condition of revising the design scheme of the tire after the whole vehicle deviation problem, and shortening the development period and cost.
Drawings
FIG. 1 is a schematic diagram of steps of a method for obtaining residual lateral force of a tire according to an embodiment of the present application;
FIG. 2 is a schematic diagram showing a specific step of step S200 in FIG. 1;
FIG. 3 is a schematic diagram showing a specific step of step S300 in FIG. 1;
Fig. 4 is a schematic diagram of specific steps of a method for acquiring a lateral force involved in a tire of a whole vehicle according to an embodiment of the present application;
FIG. 5 is a schematic view of a tire residual lateral force obtaining device according to an embodiment of the present application;
fig. 6 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
It should be noted that although functional block division is performed in a device diagram and a logic sequence is shown in a flowchart, in some cases, the steps shown or described may be performed in a different order than the block division in the device, or in the flowchart. The terms first, second and the like in the description and in the claims and in the above-described figures, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of the application only and is not intended to be limiting of the application.
First, several nouns involved in the present application are parsed:
Residual lateral force: the lateral force of the tire removing taper effect is a key parameter for affecting the tire deviation when the tire aligning torque is equal to 0 after the taper effect is removed.
Tire aligning moment: when the tire is laterally offset, a moment acting on the tire around the OZ axis is generated. The tire aligning moment is generated by a micro-element side reaction force distributed in the tire ground contact surface, and is one of main moments for returning the wheel to a straight running position during circumferential running. When the wheel is subjected to lateral forces, the long axis of the footprint is parallel to the plane of the wheel, but offset by a distance, so that the ground lateral reaction forces are distributed along the long axis of the footprint. In this case, the ground micro-lateral reaction forces will generate a moment on the tire about the OZ axis, i.e. a tire aligning moment, which contributes to restoring the wheel to the straight running position.
Tire drive torque: refers to the moment of rotation of the tire, the magnitude of which depends on a number of factors, such as the torque of the engine, the gear ratio of the gearbox, the radius of the tire, etc. During the running of the vehicle, the torque generated by the engine is transmitted to the wheels through the gearbox and the transmission shaft, forming a moment for rotating the wheels, i.e. the tire driving moment. The magnitude of this moment directly affects the acceleration performance and the running speed of the vehicle.
Road surface transverse gradient (horizontal slope of road): the slope rate of the road subgrade is mainly dependent on the road technical grade, the building materials of the components and the road longitudinal slope, and the width of each component and the influence of local climate conditions should be considered. The magnitude of the transverse gradient has great influence on the abrasion of the automobile tire and the road surface and the comfort and safety of driving.
Vehicle deviation: the vehicle deviation phenomenon is the phenomenon that the vehicle deviates from the original driving direction during normal driving, and particularly causes that the tire pressure of the tires on two sides is uneven, the steering ball head is inflexible or too tight, the four-wheel positioning is inaccurate, the weight of the vehicle is uneven, and the like.
At present, after the deviation of the whole vehicle is caused, the parts schemes of a suspension system, a steering system, a driving system and the like are in a locked state, and when the design scheme of the vehicle is required to be changed, the cost is relatively high and the period is relatively long, so that the whole vehicle deviation correction is carried out in the industry by adopting the modes of optimizing tires, optimizing EPS, four-wheel positioning and the like. The problem of deviation of the whole vehicle is solved by optimizing the tire scheme, so that the influence on the deviation is required to be considered when the tire scheme is designed, the residual side force of the tire of the whole vehicle is used as a key influence factor on the deviation of the whole vehicle, and the method for adjusting the design of the tire of the vehicle by calculating the residual side force of the tire of the whole vehicle is not used as an index in the industry.
Based on the above, the embodiment of the application provides a method, a device, equipment and a storage medium for obtaining the residual lateral force of a tire, which aims to obtain the residual lateral force of the tire of the whole vehicle, which can be used for the deviation correcting design of the whole vehicle scheme, by calculating the residual lateral force of the tire of the whole vehicle, and using the residual lateral force as an index for adjusting the design of the tire of the vehicle in the whole vehicle design stage, so that the problem of vehicle deviation is avoided, and after the whole vehicle scheme is locked, the tire is only adjusted by the residual lateral force of the tire of the whole vehicle, the vehicle design cost is saved, and the vehicle design period is shortened.
The method and apparatus for obtaining the tire residual lateral force, the electronic device and the storage medium provided by the embodiments of the present application are specifically described by the following embodiments, and the method for obtaining the tire residual lateral force in the embodiments of the present application is described first.
The method for acquiring the tire residual lateral force can be applied to a terminal, a server side and software running in the terminal or the server side. In some embodiments, the terminal may be a smart phone, tablet, notebook, desktop, etc.; the server side can be configured as an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, and a cloud server for providing cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDNs, basic cloud computing services such as big data and artificial intelligent platforms and the like; the software may be an application or the like for realizing the tire residual side force acquisition method, but is not limited to the above form.
The application is operational with numerous general purpose or special purpose computer system environments or configurations. For example: personal computers, server computers, hand-held or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments that include any of the above systems or devices, and the like. The application may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The application may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.
Referring to fig. 1, fig. 1 is a schematic step diagram of a method for obtaining residual lateral force of a tire according to an embodiment of the present application, and the method in fig. 1 may include, but is not limited to, steps S100 to S300.
Step S100, road cross slope information is acquired, and the first tire residual lateral force is determined according to the road cross slope information.
It may be understood that the first tire residual lateral force calculated through the road cross slope information is used to represent the tire residual lateral force required by the vehicle under different road conditions, and in an embodiment of the present application, the road cross slope information includes a road cross slope parameter and a first wheel load parameter, where the road cross slope may be determined according to conditions such as a road width, a road type, a longitudinal slope, and a climate, and for different road conditions, the design of the tire needs to meet the requirement that the vehicle can reach the corresponding tire residual lateral force under the corresponding road conditions.
For example, the following range can be referred to for the selection of the road surface transverse gradient, and the range of 1.0% -2.0% is suitable for the normal common road section; the areas with high expressways and rainfall are preferably 1.5 to 2.0 percent; 1.0 to 1.5 percent of permeable pavement is suitable for the cold snow area; the road surface transverse gradient range of the protective road shoulder is increased by 1.0% compared with the road surface transverse gradient under other conditions.
Step S200, acquiring vehicle information, and determining the second tire residual lateral force according to the vehicle information.
It will be appreciated that the vehicle drive system is a ligament between the energy storage system and the wheels, and is operative to convert the energy (chemical energy, electrical energy) output by the energy storage system into mechanical energy to propel the vehicle against various rolling, air, acceleration and climbing resistances, and to convert kinetic energy into electrical energy for braking back to the energy storage system, while the tire is the only ground contact location in the vehicle's overall components, the drive system producing the associated effect all requires support of the tire, and therefore the required magnitude of the residual lateral force of the tire, i.e. the second residual lateral force, is calculated from the requirements of the vehicle drive system.
Illustratively, in one embodiment of the present application, the second residual lateral force is calculated by obtaining vehicle information, wherein the vehicle information includes: the front wheel track parameter, the rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter, the right rear wheel driving force parameter, the front axle center to vehicle center of mass distance parameter, the rear axle center to vehicle center of mass distance parameter and the number of rear wheel single-wheel tires of the whole vehicle. The second tire residual lateral force may be determined from the vehicle information described above.
It will be appreciated that the various parameters described in the vehicle information may be obtained directly by the sensor or may be obtained by analog calculation, and that specific values thereof may be set according to different vehicle designs, which is not required by the present application.
And step S300, obtaining the residual lateral force of the whole vehicle tire according to the residual lateral force of the first tire and the residual lateral force of the second tire.
It can be understood that after the first tire residual lateral force and the second tire residual lateral force are determined, the whole vehicle tire residual lateral force can be obtained through the first tire residual lateral force and the second tire residual lateral force, the design scheme of the vehicle tire can be adjusted through the whole vehicle tire residual lateral force, the effect of preventing the vehicle from shifting is achieved, meanwhile, because only the scheme of the tire is required to be adjusted, the locked whole vehicle design scheme is not required to be disassembled and redesigned, the vehicle design period is effectively shortened, and the design cost of the whole vehicle is reduced.
Referring to fig. 2, fig. 2 is a schematic diagram illustrating steps of step S200 in fig. 1, and the method in fig. 2 may include, but is not limited to, steps S201 to S202.
Step S201, calculating a first angle corresponding to the road surface transverse gradient according to the road surface transverse gradient parameter.
In an embodiment of the present application, the first angle corresponding to the road surface transverse gradient parameter is obtained by the following formula:
；
And i is the road surface transverse gradient parameter, the road surface transverse gradient parameter is determined according to the road surface width, the road surface type, the longitudinal slope and the climate condition, and θ is the obtained first angle.
In an alternative embodiment of the present application, when the road is a expressway and a region with a large rainfall, the road transverse gradient parameter i is selected to be 1.5% -2.0%, and the road transverse gradient i is selected and then is taken into the first angle θ calculated by the first angle calculation formula corresponding to the road transverse gradient parameter for the calculation in the subsequent step S202.
In an alternative embodiment of the present application, the road is selected to be a region with a large rainfall and is also selected to be a protective road shoulder, the road transverse gradient parameter i is selected to be 2.5% -3.0%, and the road transverse gradient i is selected and then is brought into the first angle θ calculated by the first angle calculation formula corresponding to the road transverse gradient parameter for the calculation in the subsequent step S202.
In an alternative embodiment of the present application, when the road is a cold snow area or a permeable road surface, the road surface transverse gradient parameter i is selected to be 1.0% -1.5%, and after the corresponding road surface transverse gradient is selected, the road surface transverse gradient parameter i is brought into the first angle θ calculated by the first angle calculation formula corresponding to the road surface transverse gradient parameter for the calculation in the subsequent step S202.
Step S202, determining a first tire residual lateral force according to the first angle and the first wheel load parameter.
It will be appreciated that in one embodiment of the present application, the calculation formula of the first tire residual lateral force is:
PRCFG=Fsinθ；
wherein F is the first wheel load parameter, and θ is the first angle.
In an embodiment of the present application, the first wheel load parameter is selected as a front wheel load parameter, which may be obtained directly by a sensor, or may be obtained by analog calculation, and a specific numerical value thereof may be set according to different vehicle designs.
Referring to fig. 3, fig. 3 is a schematic diagram illustrating steps of step S300 in fig. 1, and the method in fig. 3 may include, but is not limited to, steps S301 to S302.
Step S301, obtaining a left front wheel driving torque parameter, a right front wheel driving torque parameter, a left rear wheel driving torque parameter and a right rear wheel driving torque parameter according to the whole vehicle front wheel track parameter, the whole vehicle rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter and the right rear wheel driving force parameter.
It will be appreciated that in one embodiment of the application, it is necessary to obtain the drive torque of the four wheels of the whole vehicle, respectively, because it is necessary to obtain the lateral residual force of the drive system of the whole vehicle.
Illustratively, in one embodiment of the present application, the left front wheel drive torque parameter is obtained by the following formula:
；
the right front wheel driving torque parameter is obtained by the following formula:
；
the left rear wheel driving torque parameter is obtained through the following formula:
；
the right rear wheel driving torque parameter is obtained by the following formula:
；
Wherein, T F is the front wheel track parameter of the whole vehicle, T R is the rear wheel track parameter of the whole vehicle, F DFL is the left front wheel driving force parameter, F DFR is the right front wheel driving force parameter, F DRL is the left rear wheel driving force parameter, F DRR is the right rear wheel driving force parameter, M DFL is the left front wheel driving torque parameter, M DFR is the right front wheel driving torque parameter, M DRL is the left rear wheel driving torque parameter, M DRR is the right rear wheel driving torque parameter, and the left front wheel driving torque parameter M DFL, the right front wheel driving torque parameter M DFR、, the left rear wheel driving torque parameter M DRL and the right rear wheel driving torque parameter M DRR are respectively calculated by the above formulas and are used for calculating the residual side force of the second tire in the subsequent step S302.
It may be appreciated that in an embodiment of the present application, the front wheel track parameter and the rear wheel track parameter of the whole vehicle are selected according to specific design parameters of the whole vehicle, the front wheel track parameter of the whole vehicle is a distance parameter between front wheels of the whole vehicle, the rear wheel track parameter of the whole vehicle is a distance parameter between rear wheels of the whole vehicle, the data acquisition method may be obtained by direct measurement or according to drawing data, and for different vehicle types, different situations may occur in the front wheel track parameter and the rear wheel track parameter of the whole vehicle.
It can be understood that the driving force parameters of the left front wheel, the driving force parameters of the right front wheel, the driving force parameters of the left rear wheel and the driving force parameters of the right rear wheel can be directly obtained through a sensor during vehicle testing, and can also be obtained through analog calculation, and specific numerical values can be set according to different vehicle design schemes.
Step S302, determining a second tire residual lateral force parameter according to the left front wheel driving torque parameter, the right front wheel driving torque parameter, the left rear wheel driving torque parameter, the right rear wheel driving torque parameter, the front axle center to vehicle center of mass distance parameter, the rear axle center to vehicle center of mass distance parameter and the number of rear wheel single-wheel tires.
Illustratively, in one embodiment of the present application, the second tire residual lateral force is obtained by the following formula:
；
Wherein l a is a front axle center to vehicle center of mass distance parameter, l b is a rear axle center to vehicle center of mass distance parameter, M is the number of rear wheel single-wheel tires, M DFL is the left front wheel driving torque parameter, M DFR is the right front wheel driving torque parameter, M DRL is the left rear wheel driving torque parameter, M DRR is the right rear wheel driving torque parameter, and PRCF D is the second tire residual lateral force.
It may be appreciated that, in an embodiment of the present application, the front axle center to vehicle center of mass distance parameter l a, the rear axle center to vehicle center of mass distance parameter l b, the number m of single tires of the rear wheel, are obtained according to the design scheme of the actual whole vehicle, the front axle center to vehicle center of mass distance parameter l a and the rear axle center to vehicle center of mass distance parameter l b may be obtained directly through measurement or obtained through drawing data, and the method for obtaining the front axle center to vehicle center of mass distance parameter and the rear axle center to vehicle center of mass distance parameter is not limited in the present application.
When the measured whole vehicle is a four-wheel vehicle, the rear wheels adopt left and right sides to be respectively provided with a single-wheel tire, the number m of the single-wheel tires of the rear wheels is 1, after the distance parameter l a from the center of the front axle to the center of mass of the vehicle and the distance parameter l b from the center of the rear axle to the center of mass of the vehicle are obtained, the number m of the single-wheel tires of the rear wheels, the obtained distance parameter l a from the center of the front axle to the center of mass of the vehicle and the obtained distance parameter l b from the center of the rear axle to the center of mass of the vehicle are substituted into the second tire residual lateral force calculation formula, and the second tire residual lateral force is obtained.
For example, when the measured whole vehicle is a four-wheel vehicle, as two single-wheel tires are respectively installed on the left side and the right side of the rear wheel, the number m of single-wheel tires of the rear wheel is 2, after the front axle center-to-vehicle center-of-mass distance parameter l a and the rear axle center-to-vehicle center-of-mass distance parameter l b are obtained, the number m of single-wheel tires of the rear wheel, the obtained front axle center-to-vehicle center-of-mass distance parameter l a and the obtained rear axle center-to-vehicle center-of-mass distance parameter l b are substituted into the second tire residual lateral force calculation formula, so as to obtain the second tire residual lateral force.
It is to be understood that the number of rear-wheel single-wheel tires may be 1or more depending on the actual vehicle design.
It can be understood that after the first tire participating lateral force and the second tire residual lateral force are obtained, the whole tire residual lateral force can be calculated according to the first tire residual lateral force and the second tire residual lateral force, and the whole tire residual lateral force is the sum of the first tire residual lateral force and the second tire residual lateral force, and in an embodiment of the present application, the whole tire residual lateral force calculation formula is:
P+PRCFD
Wherein, P is the residual lateral force of the whole vehicle tyre, PRCF G is the residual lateral force of the first tyre, and PRCF D is the residual lateral force of the second tyre.
Referring to fig. 4, fig. 4 is a schematic diagram of specific steps of a method for obtaining a lateral force of a tire participation of a whole vehicle according to an embodiment of the present application, and the method in fig. 4 may include, but is not limited to, steps S401 to S407:
step S401: acquiring a road surface transverse gradient parameter and a first wheel load parameter;
step S402: determining a first angle corresponding to the road surface transverse gradient according to the road surface transverse gradient parameter;
step S403: determining a first tire residual lateral force based on the first angle and the first wheel load parameter;
Step S404: acquiring a front wheel track parameter, a rear wheel track parameter, a left front wheel driving force parameter, a right front wheel driving force parameter, a left rear wheel driving force parameter, a right rear wheel driving force parameter, a front axle center-to-vehicle mass center distance parameter, a rear axle center-to-vehicle mass center distance parameter and the number of rear wheel single-wheel tires of the whole vehicle;
Step S405: determining a left front wheel driving torque parameter, a right front wheel driving torque parameter, a left rear wheel driving torque parameter and a right rear wheel driving torque parameter according to the whole vehicle front wheel track parameter, the whole vehicle rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter and the right rear wheel driving force parameter;
step S406: determining a second tire residual lateral force parameter according to the left front wheel driving torque parameter, the right front wheel driving torque parameter, the left rear wheel driving torque parameter, the right rear wheel driving torque parameter, the front axle center-to-vehicle center-of-mass distance parameter, the rear axle center-to-vehicle center-of-mass distance parameter and the number of rear wheel single-wheel tires;
step S407: and obtaining the residual lateral force of the whole vehicle tire according to the residual lateral force of the first tire and the residual lateral force of the second tire.
The vehicle design scheme is that the vehicle is four wheels, the left and right of the rear wheels are respectively provided with a single tire as a single wheel, and the first wheel load parameter, the front wheel track parameter, the rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter, the right rear wheel driving force parameter, the front axle center-to-vehicle center-of-mass distance parameter and the rear axle center-to-vehicle center-of-mass distance parameter are collected through the sensor vehicle;
Acquiring a road surface transverse gradient parameter and a first wheel load parameter after collection is completed; determining a first angle corresponding to the road surface transverse gradient according to the road surface transverse gradient parameter, wherein the road surface transverse gradient is 1.0% -2.0% because the selected road section is a normal common road section; determining a first tire residual lateral force based on the first angle and the first wheel load parameter;
after the residual lateral force of the first tire is obtained, obtaining a front wheel track parameter, a rear wheel track parameter, a left front wheel driving force parameter, a right front wheel driving force parameter, a left rear wheel driving force parameter, a right rear wheel driving force parameter, a front axle center-to-vehicle center-of-mass distance parameter, a rear axle center-to-vehicle center-of-mass distance parameter and the number of rear wheel single-wheel tires; determining a left front wheel driving torque parameter, a right front wheel driving torque parameter, a left rear wheel driving torque parameter and a right rear wheel driving torque parameter according to the whole vehicle front wheel track parameter, the whole vehicle rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter and the right rear wheel driving force parameter; and determining a second tire residual lateral force parameter according to the left front wheel driving torque parameter, the right front wheel driving torque parameter, the left rear wheel driving torque parameter, the right rear wheel driving torque parameter, the front axle center-to-vehicle mass center distance parameter, the rear axle center-to-vehicle mass center distance parameter and the number of rear wheel single-tire, wherein the number of the rear wheel single-tire is 1.
And after the second tire residual lateral force is determined to be obtained, obtaining the whole vehicle tire residual lateral force according to the determined first tire residual lateral force and the determined second tire residual lateral force.
It can be understood that when the obtained residual lateral force of the whole vehicle tire does not meet the requirement, the design scheme of the tire can be adjusted to meet the required residual lateral force of the whole vehicle, and the design scheme of the whole vehicle is perfected after the test, so that the period and cost of the design of the whole vehicle are effectively shortened.
Referring to fig. 5, fig. 5 is a schematic structural diagram of a tire residual lateral force obtaining device according to an embodiment of the present application, where the tire residual lateral force obtaining device 100 includes:
A first tire residual lateral force obtaining module 110, configured to obtain road cross slope information, and determine a first tire residual lateral force according to the road cross slope information;
A second tire residual lateral force acquisition module 120 for acquiring vehicle information from which a second tire residual lateral force is determined;
The whole tire residual lateral force obtaining module 130 is configured to obtain a whole tire residual lateral force according to the first tire residual lateral force and the second tire residual lateral force.
It can be appreciated that the embodiment of the application provides a method for acquiring residual lateral force of a whole vehicle, which belongs to the field of vehicle deviation correction, and specifically, the vehicle can be a private car, such as a sedan, SUV, MPV or pick-up card. The vehicle may also be an operator vehicle such as a minibus, bus, minivan or large trailer, etc. The vehicle can be an oil vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, the vehicle can be a hybrid vehicle or a pure electric vehicle.
Referring to fig. 6, fig. 6 is a schematic hardware structure of an electronic device according to an embodiment of the present application, where the electronic device 600 includes, but is not limited to:
at least one processor 610;
at least one memory 620 for storing at least one program;
the tire residual lateral force acquisition method described in any of the embodiments above is performed when at least one program is executed by at least one processor 610.
It will be appreciated that the processor 610 and the memory 620 described above may be connected by a bus or other means.
It is appreciated that the processor 610 may employ a central processing unit (Central Processing Unit, CPU). The processor may also be other general purpose processors, digital signal processors (DIGITAL SIGNAL processors, dsps), application SPECIFIC INTEGRATED circuits (asics), field programmable gate arrays (Field Programmable GATE ARRAY, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. Or the processor 610 may employ one or more integrated circuits for executing associated routines to perform techniques provided by embodiments of the application.
Memory 620, as a non-transitory computer readable storage medium, may be used to store non-transitory software programs as well as non-transitory computer-executable programs, such as the tire residual lateral force acquisition methods described in any of the embodiments of the application. The processor 610 implements the tire residual lateral force acquisition method described above by running non-transitory software programs and instructions stored in the memory 620.
Memory 620 may include a storage program area that may store an operating system, at least one application program required for functionality, and a storage data area; the storage data area may store the tire residual lateral force acquisition method described above. In addition, memory 620 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid state storage device. In some implementations, the memory 620 optionally includes memory remotely located relative to the processor 610, which may be connected to the processor 610 via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The non-transitory software programs and instructions required to implement the tire residual lateral force acquisition method described above are stored in the memory 620, which when executed by the one or more processors 610, perform the tire residual lateral force acquisition method provided by any of the embodiments of the present application.
The embodiment of the application also provides a computer readable storage medium storing a program executable by a processor, which when executed by the processor is used for realizing the tire residual lateral force acquisition method described in any embodiment above.
The embodiments described in the embodiments of the present application are for more clearly describing the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided by the embodiments of the present application, and those skilled in the art can know that, with the evolution of technology and the appearance of new application scenarios, the technical solutions provided by the embodiments of the present application are equally applicable to similar technical problems.
It will be appreciated by persons skilled in the art that the embodiments of the application are not limited by the illustrations, and that more or fewer steps than those shown may be included, or certain steps may be combined, or different steps may be included.
The above described apparatus embodiments are merely illustrative, wherein the units illustrated as separate components may or may not be physically separate, i.e. may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
Those of ordinary skill in the art will appreciate that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof.
The terms "first," "second," "third," "fourth," and the like in the description of the application and in the above figures, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
It should be understood that in the present application, "at least one (item)" means one or more, and "a plurality" means two or more. "and/or" for describing the association relationship of the association object, the representation may have three relationships, for example, "a and/or B" may represent: only a, only B and both a and B are present, wherein a, B may be singular or plural. The character "/" generally indicates that the context-dependent object is an "or" relationship. "at least one of" or the like means any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (one) of a, b or c may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
In the several embodiments provided by the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the above-described division of units is merely a logical function division, and there may be another division manner in actual implementation, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed.
The units described above as separate components may or may not be physically separate, and components shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, including multiple instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method of the various embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a read-only memory (ROM), a random access memory (Random Access Memory RAM), a magnetic disk, or an optical disk, or other various media capable of storing a program.
The preferred embodiments of the present application have been described above with reference to the accompanying drawings, and are not thereby limiting the scope of the claims of the embodiments of the present application. Any modifications, equivalent substitutions and improvements made by those skilled in the art without departing from the scope and spirit of the embodiments of the present application shall fall within the scope of the claims of the embodiments of the present application.
Claims (6)
1. A method of tire residual lateral force acquisition, the method comprising:
Acquiring road cross slope information, and determining the residual lateral force of a first tire according to the road cross slope information;
acquiring vehicle information, and determining the residual lateral force of the second tire according to the vehicle information;
Obtaining the residual lateral force of the whole vehicle tire according to the residual lateral force of the first tire and the residual lateral force of the second tire;
the road transverse slope information comprises a road transverse slope parameter and a first wheel load parameter, wherein the road transverse slope parameter is determined according to the road width, the road type, the longitudinal slope and the climate condition; the vehicle information includes: the front wheel tread parameter, the rear wheel tread parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter, the right rear wheel driving force parameter, the front axle center to vehicle center of mass distance parameter, the rear axle center to vehicle center of mass distance parameter and the number of rear wheel single-wheel tires of the whole vehicle;
The determining the first tire residual lateral force according to the road grade information comprises:
Obtaining a first angle corresponding to the road surface transverse gradient parameter according to the road surface transverse gradient parameter;
Determining a first tire residual lateral force based on the first angle and the first wheel load parameter;
the first angle corresponding to the road surface transverse gradient parameter is obtained by the following formula:
；
the first tire residual lateral force is obtained by the following formula:
PRCFG=F*sinθ；
Wherein i is the road surface transverse gradient parameter, θ is a first angle corresponding to the road surface transverse gradient parameter, F is the first wheel load parameter, and PRCF G is the first tire residual lateral force.
2. The method of claim 1, wherein said determining a second tire residual lateral force from said vehicle information comprises:
Obtaining a left front wheel driving moment parameter, a right front wheel driving moment parameter, a left rear wheel driving moment parameter and a right rear wheel driving moment parameter according to the whole vehicle front wheel track parameter, the whole vehicle rear wheel track parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter and the right rear wheel driving force parameter;
And determining a second tire residual lateral force parameter according to the left front wheel driving moment parameter, the right front wheel driving moment parameter, the left rear wheel driving moment parameter, the right rear wheel driving moment parameter, the front axle center-to-vehicle mass center distance parameter, the rear axle center-to-vehicle mass center distance parameter and the number of rear wheel single-wheel tires.
3. A method of obtaining residual lateral force of a tire according to claim 2, wherein said front left wheel drive torque parameter is obtained by the following formula:
；
the right front wheel driving torque parameter is obtained by the following formula:
；
the left rear wheel driving torque parameter is obtained through the following formula:
；
the right rear wheel driving torque parameter is obtained by the following formula:
；
The second tire residual lateral force is obtained by the following formula:
；
Wherein, T F is the front wheel track parameter of the whole vehicle, T R is the rear wheel track parameter of the whole vehicle, F DFL is the driving force parameter of the left front wheel, F DFR is the driving force parameter of the right front wheel, F DRL is the driving force parameter of the left rear wheel, F DRR is the driving force parameter of the right rear wheel, l a is the distance parameter from the center of the front axle to the center of mass of the vehicle, l b is the distance parameter from the center of the rear axle to the center of mass of the vehicle, M is the number of single tires of the rear wheels, M DFL is the driving torque parameter of the left front wheel, M DFR is the driving torque parameter of the right front wheel, M DRL is the driving torque parameter of the left rear wheel, M DRR is the driving torque parameter of the right rear wheel, and PRCF D is the residual lateral force of the second tire.
4. A tire residual lateral force acquisition device, the device comprising:
the first tire residual lateral force acquisition module is used for acquiring road cross slope information and determining the first tire residual lateral force according to the road cross slope information;
the second tire residual lateral force acquisition module is used for acquiring vehicle information and determining the second tire residual lateral force according to the vehicle information;
The whole tire residual lateral force acquisition module is used for acquiring the whole tire residual lateral force according to the first tire residual lateral force and the second tire residual lateral force;
the road transverse slope information comprises a road transverse slope parameter and a first wheel load parameter, wherein the road transverse slope parameter is determined according to the road width, the road type, the longitudinal slope and the climate condition; the vehicle information includes: the front wheel tread parameter, the rear wheel tread parameter, the left front wheel driving force parameter, the right front wheel driving force parameter, the left rear wheel driving force parameter, the right rear wheel driving force parameter, the front axle center to vehicle center of mass distance parameter, the rear axle center to vehicle center of mass distance parameter and the number of rear wheel single-wheel tires of the whole vehicle;
The determining the first tire residual lateral force according to the road grade information comprises:
Obtaining a first angle corresponding to the road surface transverse gradient parameter according to the road surface transverse gradient parameter;
Determining a first tire residual lateral force based on the first angle and the first wheel load parameter;
the first angle corresponding to the road surface transverse gradient parameter is obtained by the following formula:
；
the first tire residual lateral force is obtained by the following formula:
PRCFG=F*sinθ；
Wherein i is the road surface transverse gradient parameter, θ is a first angle corresponding to the road surface transverse gradient parameter, F is the first wheel load parameter, and PRCF G is the first tire residual lateral force.
5. An electronic device comprising a memory storing a computer program and a processor that when executing the computer program implements a tire residual lateral force acquisition method as claimed in any one of claims 1 to 3.
6. A computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, implements a tire residual lateral force acquisition method as claimed in any one of claims 1 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410069114.5A CN117565878B (en) | 2024-01-17 | 2024-01-17 | Tire residual lateral force acquisition method, device, equipment and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202410069114.5A CN117565878B (en) | 2024-01-17 | 2024-01-17 | Tire residual lateral force acquisition method, device, equipment and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN117565878A CN117565878A (en) | 2024-02-20 |
| CN117565878B true CN117565878B (en) | 2024-04-16 |
Family
ID=89886796
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410069114.5A Active CN117565878B (en) | 2024-01-17 | 2024-01-17 | Tire residual lateral force acquisition method, device, equipment and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117565878B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106250574A (en) * | 2016-02-19 | 2016-12-21 | 中策橡胶集团有限公司 | The treating method and apparatus of Tire testing data |
| CN108082182A (en) * | 2017-12-18 | 2018-05-29 | 长春工业大学 | A kind of active rear steer control method for widening vehicle steadily domain |
| JP2021195007A (en) * | 2020-06-12 | 2021-12-27 | 住友ゴム工業株式会社 | Tire simulation method |
| CN117330332A (en) * | 2023-09-28 | 2024-01-02 | 青岛森麒麟轮胎股份有限公司 | Tire pre-grinding test method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015084383A1 (en) * | 2013-12-06 | 2015-06-11 | Compagnie Generale Des Etablissements | In-mold optimization of force variation harmonics |
-
2024
- 2024-01-17 CN CN202410069114.5A patent/CN117565878B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106250574A (en) * | 2016-02-19 | 2016-12-21 | 中策橡胶集团有限公司 | The treating method and apparatus of Tire testing data |
| CN108082182A (en) * | 2017-12-18 | 2018-05-29 | 长春工业大学 | A kind of active rear steer control method for widening vehicle steadily domain |
| JP2021195007A (en) * | 2020-06-12 | 2021-12-27 | 住友ゴム工業株式会社 | Tire simulation method |
| CN117330332A (en) * | 2023-09-28 | 2024-01-02 | 青岛森麒麟轮胎股份有限公司 | Tire pre-grinding test method |
Non-Patent Citations (2)
| Title |
|---|
| 实时性改进LTV-MPC的车辆稳定性控制研究;曾兆枫、焦恒超等;《重庆理工大学学报(自然科学)》;20230315;第37卷(第3期);第47-56页 * |
| 极限工况下主动前轮转向汽车稳定性控制;李绍松、郭孔辉等;《汽车工程》;20200302;第42卷(第2期);第191-198页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN117565878A (en) | 2024-02-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US9434388B2 (en) | Surface estimation for vehicles | |
| Dixon | Tires, suspension and handling | |
| US20020147532A1 (en) | Driving control device and methods for vehicle | |
| US20150158525A1 (en) | Methods and systems for aligning a steering system of a vehicle | |
| JP2023543189A (en) | Four-wheel drive torque distribution method, system and vehicle for electric vehicles | |
| CN112224036B (en) | Four-wheel driving torque distribution method and system for distributed driving electric vehicle | |
| CN113799783B (en) | Road transverse gradient measuring method and system applied to vehicle | |
| CN109624729A (en) | Distribution method, control system and the electric car of torque before and after electric car bi-motor | |
| CN113830095A (en) | Yaw-rate-based vehicle speed calculation method, storage medium, and vehicle speed calculation system | |
| CN104608820A (en) | Method for calibrating the optimal damping operating characteristic of motor steering damper | |
| CN117565878B (en) | Tire residual lateral force acquisition method, device, equipment and storage medium | |
| CN107487326A (en) | The control method and device of vehicle traction | |
| US20160304100A1 (en) | Methods and systems for computing vehicle reference values | |
| CN116494776A (en) | Automobile trafficability control method based on shaft end slip rate and new energy automobile | |
| CN114954477A (en) | Vehicle chassis real-time state monitoring method and device, vehicle and storage medium | |
| CN115406669A (en) | Multi-axle special vehicle rollover index optimization method | |
| Kumar et al. | Tadpole configuration for three wheeled vehicles | |
| CN115095432B (en) | Engine torque control method and device and vehicle | |
| US9663142B2 (en) | Methods and systems for aligning a steering system of a vehicle | |
| Li et al. | Research on braking in a turn and parameter optimization of centre-axle trailer combination based on TruckSim | |
| CN117681858B (en) | Vehicle lateral safety control method, storage medium and vehicle | |
| CN112758179B (en) | Wheel-track interchange chassis static steering torque calculation method | |
| Kenda et al. | Measurements and analyses of lateral acceleration in traffic of vehicles | |
| JP7502984B2 (en) | Tire evaluation method | |
| Grau | A parametric study of the lateral dynamics of a nonlinear four-wheel road-vehicle model |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |