A chassis virtual tuning test method based on a dynamic driving simulator

Abstract

A kind of chassis virtual tuning test method based on dynamic driving simulator belongs to the technical field of chassis tuning, and existing chassis tuning method is higher in cost, long in time, low in test precision, low in safety and greatly influenced by environment. It comprises the following steps: step S1, after evaluating real vehicle under different working conditions respectively, the control parameters of dynamic driving simulator are calibrated according to the obtained evaluation results; step S2, according to the performance target of vehicle, the calibrated dynamic driving simulator is used to carry out vehicle chassis virtual tuning. The chassis virtual tuning test method based on dynamic driving simulator can also be applied to the technical field of all automobile calibration test.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of chassis tuning, and particularly relates to a chassis virtual tuning test method based on a dynamic driving simulator. BACKGROUND

[0002] The chassis tuning test technology is a physical sample vehicle-based real vehicle test. The prior art needs to pre-manufacture various specifications of chassis performance-related parts, then based on the subjective evaluation of the physical sample vehicle, the chassis performance parts are changed accordingly, and the subjective evaluation is continuously iterated until the engineering target requirements are met. Therefore, the prior art needs to be carried out in a specially built automobile test field.

[0003] However, the prior art has the following defects:

[0004] 1) High total cost, including the following costs: sample vehicle manufacturing, chassis performance part manufacturing, test field and workshop rental, and human resources for replacing parts;

[0005] 2) Long time: the chassis tuning test needs to wait for the trial production of the physical sample vehicle and the parts, and it takes a long time to replace the parts during the tuning process, so the whole tuning time is long;

[0006] 3) Low precision: the mule vehicle tuning uses other vehicle body modification schemes, and the whole vehicle mass and inertia distribution is different from the official vehicle body, so the body modification welding scheme is different from the body bending stiffness of the official vehicle body, and the performance test result precision is low;

[0007] 4) Low safety: the limit handling stability test working condition has certain danger, and there is a possibility of injury to the driver;

[0008] 5) Greatly affected by the environment: the temperature requirement is ≥7℃, the weather is sunny, and the wind speed requirement is low to carry out the real vehicle test.

[0009] In summary, the existing chassis tuning method has high cost, long time, low test precision, low safety, and is greatly affected by the environment, so the prior art needs to tune the chassis in a specially built automobile test field, which is a technical problem that people have always wanted to solve but have failed to successfully solve. SUMMARY

[0010] The present application solves the problems of high cost, long time, low test precision, low safety, and great environmental impact of the existing chassis tuning method.

[0011] The chassis virtual tuning test method based on the dynamic driving simulator comprises the following steps:

[0012] Step S1, after evaluating the real vehicle under different working conditions, the control parameters of the dynamic driving simulator are calibrated according to the obtained evaluation results;

[0013] Step S2, according to the performance target of the vehicle, the dynamic driving simulator is used for virtual tuning of the vehicle chassis.

[0014] Further, in an embodiment of the present application, in step S1, the control parameters include XYZ coordinates, roll compensation, longitudinal acceleration filtering, pitch angle acceleration filtering, lateral acceleration filtering, roll angle acceleration filtering, yaw rate filtering, yaw rate input gain, vertical acceleration filtering and vertical acceleration input gain.

[0015] Further, in an embodiment of the present application, in step S2, the virtual tuning of the vehicle chassis using the calibrated dynamic driving simulator includes virtual tuning of elastic elements, virtual tuning of shock absorbers and virtual tuning of electric power steering.

[0016] Further, in an embodiment of the present application, the virtual tuning of elastic elements includes virtual tuning of springs, virtual tuning of bumpers and virtual tuning of stabilizer bars.

[0017] Further, in an embodiment of the present application, the working conditions of the virtual tuning of elastic elements include smoothness working conditions and handling and stability working conditions.

[0018] The road surface for the virtual tuning of shock absorbers is smoothness road surface or dry handling road surface.

[0019] The road surface for the virtual tuning of electric power steering is large platform road surface or highway road surface.

[0020] Further, in an embodiment of the present application, the smoothness working conditions include deceleration strip road surface, long wave road surface, broken road surface and long wave road surface.

[0021] The handling and stability working conditions include dynamic square road surface and dry handling road surface.

[0022] The electronic device provided by the present application comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus.

[0023] The memory is used for storing computer programs.

[0024] The processor is used for executing the programs stored in the memory, so as to realize the method steps of any one of the above-mentioned methods.

[0025] The computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the method steps in any of the above methods.

[0026] The present application solves the problems of high cost, long time, low test precision, low safety and great environmental influence of the existing chassis tuning method.

[0027] 1. The chassis virtual tuning test method based on a dynamic driving simulator saves the cost of sample vehicle trial production, sample part trial production, site rental and replacement of parts, etc. After deducting the rental cost of the dynamic driving simulator, the cost of single vehicle test is saved by about 700-1000 thousand yuan per time;

[0028] 2. The chassis virtual tuning test method based on a dynamic driving simulator can be carried out without waiting for the trial production of sample vehicles and parts, and the test node is about 5 months earlier. The time for replacing parts is saved, and the test time is shortened by 50%;

[0029] 3. The chassis virtual tuning test method based on a dynamic driving simulator uses theoretically accurate mass and inertia data to generate a digital model, and the dynamic performance is close to that of the formal sample vehicle, avoiding the problems caused by the modified vehicle body, and the performance test precision is high;

[0030] 4. The chassis virtual tuning test method based on a dynamic driving simulator is safe and reliable in the dynamic simulator environment, and the equipment is provided with an emergency stop safety device, without any personal safety hazard;

[0031] 5. The chassis virtual tuning test method based on a dynamic driving simulator does not need to worry about the influence of outdoor environment, and the chassis tuning work can be carried out in the dynamic driving simulator test room all day long;

[0032] 6. The chassis virtual tuning test method based on a dynamic driving simulator calibrates the control parameters of the dynamic driving simulator according to the obtained evaluation results after evaluating the real vehicle, thereby virtually tuning the chassis. This test method avoids the need to test in a specially built car, thereby solving the technical problem that people have long been eager to solve but have failed to succeed. BRIEF DESCRIPTION OF DRAWINGS

[0033] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the following drawings, in which:

[0034] Figure 1is a dynamic driving simulator-based chassis virtual tuning test method flowchart described in the detailed description. DETAILED DESCRIPTION

[0035] Various embodiments of the present application will be described below with reference to the accompanying drawings. The embodiments described by reference to the accompanying drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0036] The dynamic driving simulator-based chassis virtual tuning test method described in the present embodiment includes the following steps:

[0037] Step S1, after evaluating the real vehicle under different working conditions, the control parameters of the dynamic driving simulator are calibrated according to the obtained evaluation results;

[0038] Step S2, according to the performance target of the vehicle, the vehicle chassis is virtually tuned using the calibrated dynamic driving simulator.

[0039] In the present embodiment, in step S1, the control parameters include XYZ coordinates, roll compensation, longitudinal acceleration filtering, pitch angle acceleration filtering, lateral acceleration filtering, roll angle acceleration filtering, yaw rate filtering, yaw rate input gain, vertical acceleration filtering, and vertical acceleration input gain.

[0040] In the present embodiment, in step S2, the vehicle chassis virtual tuning using the calibrated dynamic driving simulator includes spring virtual tuning, shock absorber virtual tuning, and electric power steering virtual tuning.

[0041] In the present embodiment, the spring virtual tuning includes spring virtual tuning, cushion block virtual tuning, and stabilizer bar virtual tuning.

[0042] In the present embodiment, the working conditions of the spring virtual tuning include smoothness working conditions and handling and stability working conditions.

[0043] The road surface for the shock absorber virtual tuning is a smooth road surface or a dry handling road surface.

[0044] The road surface for the electric power steering virtual tuning is a large platform road surface or a highway road surface.

[0045] In the present embodiment, the smoothness working conditions include deceleration strip road surface, long wave road surface, broken road surface, and long wave road surface.

[0046] The handling and stability working conditions include dynamic square road surface and dry handling road surface.

[0047] The present embodiment is based on the dynamic driving simulator-based chassis virtual tuning test method described in the present application, combined withFigure 1 To better understand the present embodiment, a practical embodiment is provided:

[0048] 1. Dynamic driving simulator adaptive training:

[0049] Based on the current hardware system and software system, the dynamic driving simulator cannot fully simulate the motion of a real vehicle, and there is a difference between the driving experience of the dynamic simulator and the real vehicle. In addition, some real physical motion simulators with large displacement cannot be simulated. At this time, it is necessary to evaluate and map the real vehicle and the dynamic driving simulator, and to convert the working conditions that cannot be evaluated, so as to effectively use the driving simulator. At the same time, it is also necessary to train the simulator driving evaluation personnel in terms of physical adaptability to achieve the purpose of normal work.

[0050] 1.1 Primary training

[0051] The primary training is mainly for the physical adaptability training of the simulator driving evaluation personnel, which is divided into the following steps:

[0052] 1) Static simulator training:

[0053] Using a static driving simulator, the evaluation personnel can quickly master the basic use method of the driving simulator, the driving and development process. At the same time, the scene system is preliminarily understood. It is recommended to drive and evaluate on the static driving simulator for at least 100 hours or more.

[0054] 2) Anti-dizziness and balance ability training:

[0055] The anti-dizziness ability training is similar to the pilot training subject, and the main equipment used is a spiral ladder and a fixed roller, which improves the anti-dizziness and anti-oscillation ability of the driving personnel on the simulator. At the same time, it can also improve the balance feeling of the driving personnel and improve the accuracy of the evaluation. As much as the body can bear, as much as possible training is needed.

[0056] 1.2 Intermediate training

[0057] The intermediate training content is mainly for the scene with relatively simple environmental conditions, small motion amplitude and low intensity, as follows:

[0058] 1) Highway:

[0059] Firstly, test drive on the highway. The road condition is a multi-lane straight road with no end. Under this condition, small amplitude lane changing operation under high speed can be carried out, and after gradually adapting, the lane changing speed can be increased, and the motion and vision system of the dynamic simulator can be preliminarily familiarized and adapted. The training time is about 10 minutes, and after resting for 20 minutes, the training is continued.

[0060] 2) Large platform:

[0061] After adapting to the highway, adaptive driving can be performed on the large platform road surface simulating the parking lot, and free driving, straight driving, turning, etc. Operation conditions can be performed. The training time is about 10 minutes, and the training continues after 20 minutes of rest.

[0062] 1.3 Advanced Training

[0063] Advanced training is to conduct complex scenarios, large amplitude, and high intensity training after adapting to the simulator.

[0064] 1) Smooth road:

[0065] Smooth road mainly refers to uneven road, such as rough road, damaged road, speed bump road and various working conditions, mainly to familiarize and adapt to the smoothness of the incentive, and try to evaluate.

[0066] 2) Urban working conditions:

[0067] The scene of urban working conditions is complex, which is very helpful for the training of human dizziness.

[0068] 3) Race track:

[0069] The race track working condition is a large amplitude and high intensity training scene, starting from here to drive and evaluate the training of extreme scenarios. Long-time and easy driving of race track working conditions indicate that the dynamic driving simulator has been fully adapted, and has the corresponding working ability of chassis tuning.

[0070] 4) Digital twin test field:

[0071] If conditions permit, driving training and evaluation can be carried out in the digital twin test field, laying a good foundation for platform motion control parameter calibration and subsequent tuning work.

[0072] 2 Motion platform control parameter calibration:

[0073] The calibration of the motion platform control parameters is a necessary step before the virtual tuning of the chassis, and is also a key factor in determining the final effect of the virtual tuning of the chassis. The purpose of the calibration of the motion platform control parameters is to ensure that the simulator driving feeling is as close as possible to the real car. Therefore, the necessary conditions are to have a mass production sample car and its accurate real-time simulation model, and also need a real test field and its digital twin test field.

[0074] 2.1 Real car evaluation

[0075] First, the subjective evaluation of the mass production sample vehicle needs to be carried out in the real test field. In order to improve the accuracy of calibration, the calibration work can be carried out in modules. Specifically, the real vehicle evaluation can be carried out for pitch, roll, yaw and vertical excitation conditions, and then the calibration can be carried out on the dynamic driving simulator. It is recommended to evaluate pitch and vertical excitation conditions at the same time, and the smoothness road and long wave road section of the test field can be selected. Yaw and roll conditions can be evaluated at the same time, and dynamic square and dry handling road of the test field can be selected for evaluation.

[0076] 2.2 Parameter calibration

[0077] The controllable parameters of the motion platform are shown in Table 1. When evaluating in the digital twin test field using the dynamic driving simulator, the values of the control parameters are actively modified by comparing the driving experience in the real environment, so that the driving experience of the simulator is as close as possible to that of the real vehicle.

[0078] Table 1 Motion platform control parameters

[0079]

[0080]

[0081] 3 Chassis virtual tuning:

[0082] After the calibration of the motion platform control parameters is completed, the work of chassis virtual tuning can be carried out. Chassis virtual tuning can be divided into elastic component tuning, shock absorber tuning and electric power steering tuning. The tuning sequence is to first perform elastic component virtual tuning, then perform shock absorber virtual tuning, and finally perform electric power steering virtual tuning.

[0083] 3.1 Virtual tuning scheme preset

[0084] Before performing chassis virtual tuning, the tuning scheme needs to be preset. By presetting the tuning scheme, the corresponding vehicle model can be generated in advance, improving the efficiency of the simulator. The method of virtual tuning scheme preset is to select the backup parts with ±10% deviation and ±20% deviation of the basic parameters, and to build the corresponding subsystem model in advance, so as to call it at any time during virtual tuning.

[0085] 3.2 Elastic component virtual tuning

[0086] The main content of elastic component virtual tuning is the tuning work of spring, buffer block and stabilizer bar. The order of virtual chassis tuning is to first perform spring tuning, then perform buffer block tuning, and finally perform stabilizer bar tuning, and then consider the best matching scheme of the three components.

[0087] 1) Spring virtual tuning:

[0088] The spring virtual tuning mainly considers the smoothness working condition, and the road surface is the broken road surface and long wave road surface in the smooth road. The broken road surface is mainly used for evaluating the input level of vertical excitation acceleration, and the long wave road surface is mainly used for evaluating the balance and fluctuation displacement of pitch. According to the performance target, the spring stiffness is changed in a targeted manner.

[0089] 2) Buffer block virtual tuning:

[0090] The buffer block virtual tuning mainly considers the smoothness working condition, and the road surface is the deceleration strip road and long wave road in the smooth road. The deceleration strip road is mainly used for evaluating the input level of vertical excitation acceleration, and the long wave road surface is mainly used for evaluating the balance and fluctuation displacement of pitch. According to the performance target, the buffer block is changed in a targeted manner.

[0091] 3) Virtual tuning of stabilizer bar:

[0092] The stabilizer bar virtual tuning mainly considers the handling and stability working condition, and the road surface is the dynamic square and dry handling road. The main evaluation is the insufficient steering degree, the linearity of response, the front and rear balance of roll, and the size of roll angle. According to the performance target, the stabilizer bar is changed in a targeted manner. If the handling and stability target cannot be achieved, the spring, buffer block and stabilizer bar are comprehensively considered to match the best solution.

[0093] 3.3 Virtual tuning of shock absorber

[0094] The virtual tuning of shock absorber is different from the real vehicle tuning. The real vehicle tuning is to combine and optimize the valve plate of the shock absorber according to the requirements, while the virtual tuning of shock absorber only modifies and optimizes the damping force curve of the speed characteristic of the shock absorber. The virtual tuning of shock absorber road surface is smooth road and dry handling road. The smooth road surface evaluates all the smoothness indexes, and the dry handling road mainly evaluates the straight handling, corner handling and roll performance. According to the performance target, the damping force curve of the shock absorber is changed in a targeted manner.

[0095] 3.4 Virtual tuning of electric power steering

[0096] The virtual tuning of electric power steering needs the supplier to provide a virtual model of the electric power steering controller. The virtual model can be a black box model, which provides necessary input and output interfaces. The virtual tuning of electric power steering is carried out on the large platform and the highway. The steering force of the parking working condition and the turning working condition can be adjusted on the large platform, and the steering force of the straight line can be adjusted on the highway. According to the performance target, the electric power steering force control curve is changed in a targeted manner.

[0097] The above describes in detail the chassis virtual tuning test method based on the dynamic driving simulator, and the principle and implementation mode of the present application are described by using specific examples. The above description of the examples is only used to help understand the method of the present application and its core idea. Meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation mode and application range will be changed, and the above description should not be understood as a limitation of the present application.

Claims

1. A chassis virtual tuning test method based on a dynamic driving simulator, characterized in that, Includes the following steps: Step S0 involves evaluating and mapping the real vehicle to the dynamic driving simulator, converting unevaluable conditions into evaluation conditions, and providing physical adaptation training for simulator driving evaluation personnel. Step S1: After evaluating the actual vehicle under different working conditions, the control parameters of the dynamic driving simulator are calibrated based on the obtained evaluation results. In step S1, the different operating conditions include: pitch, roll, yaw and vertical excitation conditions. The control parameters include: XYZ coordinates, roll compensation, longitudinal acceleration filtering, pitch acceleration filtering, lateral acceleration filtering, roll acceleration filtering, yaw rate filtering, yaw rate input gain, vertical acceleration filtering, and vertical acceleration input gain. Step S2: Based on the vehicle's performance targets, the vehicle chassis is virtually tuned using a calibrated dynamic driving simulator. In step S2, the virtual chassis calibration using the calibrated dynamic driving simulator includes virtual calibration of elastic components, virtual calibration of shock absorbers, and virtual calibration of electric steering. The aforementioned virtual adjustment of elastic components includes virtual adjustment of springs, virtual adjustment of buffer blocks, and virtual adjustment of stabilizer bars; The operating conditions for the virtual adjustment of the elastic component include smoothness operation and handling stability operation; The road surface for the virtual adjustment of the shock absorber is either a smooth road surface or a dry handling road surface; The road surface for the virtual calibration of electric steering is a large-platform road surface or a highway road surface.

2. The chassis virtual calibration test method based on a dynamic driving simulator according to claim 1, characterized in that, The smoothness conditions described include speed bump roads, long-wave roads, damaged roads, and long-wave roads. The aforementioned handling conditions include dynamic plaza surfaces and dry handling surfaces.

3. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-2.

4. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1-2.

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