Method, apparatus and electronic device for determining an adjustment structure setting position

Abstract

The application discloses a method and device for determining the position of an adjustment structure and an electronic device. The method comprises: configuring a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model; performing simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine the parameter change rate of the corresponding virtual adjustment part when adjusting the steering wheel positioning parameter; and determining the target setting position of the adjustment structure corresponding to the steering wheel positioning parameter according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle. The application solves the technical problem that the related art determines the setting position of the steering wheel adjustment structure in a way of benchmarking or relying on experience, which leads to poor setting rationality of the adjustment structure and poor adaptability of the adjustment structure to the adjustment requirement of the steering wheel positioning parameter.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle suspension, in particular to a method and device for determining the setting position of an adjustment structure and an electronic device. BACKGROUND

[0002] Suspension is a general term for force transmission connecting devices between the frame and or wheels of a vehicle, and is an important system of a vehicle. Four-wheel alignment is based on the four-wheel suspension parameters of a vehicle, and adjusts relevant parameters (hereinafter referred to as "steering wheel alignment parameters") to ensure that the vehicle has good driving performance. In the steering wheel alignment parameters of a vehicle, the toe angle and camber angle of the wheels are adjustable parameters. In the prior art, an adjustment structure is usually provided on the control arm or subframe of a vehicle to adjust the toe angle and camber angle of the wheels. However, the related art usually determines the setting position of the adjustment structure by benchmarking or relying on experience, which results in poor setting rationality of the adjustment structure and poor adaptability of the adjustment structure to the adjustment needs of the steering wheel alignment parameters.

[0003] As can be seen from the above, the related art determines the setting position of the steering wheel adjustment structure by benchmarking or relying on experience, which results in poor setting rationality of the adjustment structure and poor adaptability of the adjustment structure to the adjustment needs of the steering wheel alignment parameters. At present, there is no effective solution to this problem. SUMMARY

[0004] The embodiments of the present application provide a method and device for determining the setting position of an adjustment structure and an electronic device to at least solve the technical problem that the related art determines the setting position of the steering wheel adjustment structure by benchmarking or relying on experience, which results in poor setting rationality of the adjustment structure and poor adaptability of the adjustment structure to the adjustment needs of the steering wheel alignment parameters.

[0005] According to an aspect of an embodiment of the present application, a method for determining the setting position of an adjustment structure is provided, comprising:

[0006] configuring a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel alignment parameters of the virtual suspension model; performing simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel alignment parameters; and determining a target setting position corresponding to the adjustment structure of the steering wheel alignment parameters according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel alignment parameters of the vehicle.

[0007] Optionally, the configuring the plurality of virtual adjustment parts based on the plurality of control skeletons comprises: selecting part or all of the plurality of control skeletons as candidate skeletons according to a preset skeleton selection rule corresponding to the steering wheel positioning parameter; and configuring the plurality of virtual adjustment parts based on the candidate skeletons.

[0008] Optionally, the virtual suspension model further comprises a sub-frame skeleton, and the virtual adjustment part comprises a driving command and an adjustment constraint, wherein the adjustment constraint is used to limit the relative motion scale between the candidate skeleton and the sub-frame skeleton, and the driving command is used to control the virtual suspension model to perform simulation motion so that the candidate skeleton and the sub-frame skeleton produce motion within the relative motion scale.

[0009] Optionally, the configuring the plurality of virtual adjustment parts based on the candidate skeletons comprises: obtaining connection information corresponding to the candidate skeleton, wherein the connection information is used to determine a connection inner point and an inner point axis between the candidate skeleton and the sub-frame skeleton; creating a first virtual plane and a first virtual straight line in the candidate skeleton and creating a second virtual plane and a second virtual straight line in the sub-frame skeleton by using the connection information, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the inner point axis, and the first virtual straight line and the second virtual straight line satisfy a second geometric relationship with the connection inner point; configuring the adjustment constraint based on the first virtual plane, the first virtual straight line, the second virtual plane and the second virtual straight line; and generating the driving command according to the adjustment constraint.

[0010] Optionally, the simulation calculation of the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts comprises: controlling the virtual suspension model to perform simulation motion by using the driving command and the adjustment constraint corresponding to the plurality of virtual adjustment parts to obtain simulation data corresponding to the steering wheel positioning parameter; determining target data from the simulation data according to a preset command value adjustment range corresponding to the adjustment constraint; and performing rate of change calculation on the target data to obtain the plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts.

[0011] Optionally, the steering wheel positioning parameter comprises a toe angle and a camber angle, the simulation data comprises a toe angle curve and a camber angle curve, and each group of sensitivity data in the plurality of groups of sensitivity data comprises a toe angle sensitivity and a camber angle sensitivity.

[0012] Optionally, the candidate skeleton comprises a toe control arm skeleton and a rear lower control arm skeleton, and the plurality of groups of sensitivity data comprises a first group of sensitivity data and a second group of sensitivity data, wherein the first group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to a first virtual adjustment part, the first virtual adjustment part is arranged between the toe control arm skeleton and the sub-frame skeleton, and the second group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to a second virtual adjustment part, the second virtual adjustment part is arranged between the rear lower control arm skeleton and the sub-frame skeleton.

[0013] Optionally, the target setting position corresponding to the adjustment structure is determined according to the plurality of sets of sensitivity data, comprising: performing numerical sorting analysis on the plurality of sets of sensitivity data to determine target sensitivity data; determining the control skeleton associated with the virtual adjustment part corresponding to the target sensitivity data as the target setting position, wherein the target setting position is used to determine the control skeleton of the adjustment structure to be set in the vehicle suspension.

[0014] According to another aspect of the embodiment of the present application, a device for determining the setting position of an adjustment structure is also provided, comprising:

[0015] The configuration module is configured to configure a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel positioning parameter of the virtual suspension model; the calculation module is configured to perform simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of sets of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each set of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameter; and the determination module is configured to determine the target setting position corresponding to the adjustment structure of the steering wheel positioning parameter according to the plurality of sets of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0016] Optionally, the configuration module is further configured to: select part or all of the control skeletons as candidate skeletons according to a preset skeleton selection rule corresponding to the steering wheel positioning parameter; and configure the plurality of virtual adjustment parts based on the candidate skeletons.

[0017] Optionally, the configuration module is further configured to: the virtual suspension model further comprises a sub-frame skeleton, and the virtual adjustment part comprises a driving command and an adjustment constraint, wherein the adjustment constraint is used to limit the relative movement scale between the candidate skeleton and the sub-frame skeleton, and the driving command is used to control the virtual suspension model to perform simulation movement so that the candidate skeleton and the sub-frame skeleton produce movement within the relative movement scale.

[0018] Optionally, the configuration module is further configured to: obtain connection information corresponding to the candidate skeleton, wherein the connection information is used to determine a connection inner point and an inner point axis between the candidate skeleton and the sub-frame skeleton; create a first virtual plane and a first virtual straight line in the candidate skeleton and a second virtual plane and a second virtual straight line in the sub-frame skeleton by using the connection information, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the inner point axis, and the first virtual straight line and the second virtual straight line satisfy a second geometric relationship with the connection inner point; configure the adjustment constraint based on the first virtual plane, the first virtual straight line, the second virtual plane and the second virtual straight line; and generate the driving command according to the adjustment constraint.

[0019] Optionally, the computing module is further configured to: control the virtual suspension model to perform simulation movement by using the driving commands corresponding to the plurality of virtual adjustment parts and the adjustment constraints, to obtain simulation data corresponding to the steering wheel positioning parameter; determine target data from the simulation data according to an adjustment range of a preset command value corresponding to the adjustment constraint; and perform rate of change calculation on the target data, to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts.

[0020] Optionally, the computing module is further configured to: the steering wheel positioning parameter comprises a toe angle and a camber angle, the simulation data comprises a toe angle curve and a camber angle curve, and each group of sensitivity data in the plurality of groups of sensitivity data comprises a toe angle sensitivity and a camber angle sensitivity.

[0021] Optionally, the computing module is further configured to: the candidate skeleton comprises a toe control arm skeleton and a rear lower control arm skeleton, and the plurality of groups of sensitivity data comprises a first group of sensitivity data and a second group of sensitivity data, wherein the first group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to a first virtual adjustment part, the first virtual adjustment part is arranged between the toe control arm skeleton and the subframe skeleton, and the second group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to a second virtual adjustment part, the second virtual adjustment part is arranged between the rear lower control arm skeleton and the subframe skeleton.

[0022] Optionally, the determining module is further configured to: perform numerical sorting analysis on the plurality of groups of sensitivity data, to determine target sensitivity data; and determine a control skeleton associated with a virtual adjustment part corresponding to the target sensitivity data as a target setting position, wherein the target setting position is used to determine a control skeleton of an adjustment structure to be arranged in the vehicle suspension.

[0023] According to another aspect of the embodiment of the present application, an electronic device is provided, comprising a vehicle-mounted memory and a vehicle-mounted processor, wherein the vehicle-mounted memory stores a computer program, and the vehicle-mounted processor is configured to run the computer program to execute the method for determining the adjustment structure setting position according to any one of the preceding aspects.

[0024] In the embodiment of the present application, first, a plurality of virtual adjustment parts are arranged based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to perform simulation adjustment on a steering wheel positioning parameter of the virtual suspension model, then simulation calculation is performed on the virtual suspension model by using the plurality of virtual adjustment parts, to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine a parameter rate of change when the corresponding virtual adjustment part adjusts the steering wheel positioning parameter, and finally, a target setting position corresponding to an adjustment structure of the steering wheel positioning parameter is determined according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0025] It is easy to understand that the above method provided by the present application achieves the purpose of simulating and calculating the adjustment part to determine its reasonable target setting position by simulating and calculating the virtual suspension model by using the configured multiple virtual adjustment parts to obtain corresponding sensitivity data, and then determining the target setting position of the virtual adjustment part according to the sensitivity data, thereby realizing the technical effects of improving the setting rationality of the adjustment part and improving the adaptability of the adjustment part to the adjustment requirement of the steering wheel positioning parameter, and further solving the technical problems that the setting rationality of the adjustment structure is poor and the adaptability of the adjustment structure to the adjustment requirement of the steering wheel positioning parameter is poor caused by the way of determining the setting position of the steering wheel adjustment structure by using the benchmark or relying on experience in the related art. BRIEF DESCRIPTION OF DRAWINGS

[0026] The accompanying drawings, which are included to provide a further understanding of the present application and constitute a part of this application, illustrate embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0027] Figure 1 is a structural block diagram of a vehicle terminal of an optional method for determining a setting position of an adjustment structure according to an embodiment of the present application;

[0028] Figure 2 is a flowchart of a method for determining a setting position of an adjustment structure according to an embodiment of the present application;

[0029] Figure 3 is a schematic diagram of a virtual suspension model according to an embodiment of the present application;

[0030] Figure 4 is a schematic diagram of a constraint relationship between parts of a virtual suspension model according to an embodiment of the present application;

[0031] Figure 5 is a schematic diagram of a process for determining a setting position of an adjustment structure according to an embodiment of the present application;

[0032] Figure 6 is a schematic diagram of another optional process for determining a setting position of an adjustment structure according to an embodiment of the present application;

[0033] Figure 7 is a schematic diagram of still another optional process for determining a setting position of an adjustment structure according to an embodiment of the present application;

[0034] Figure 8 is a schematic diagram of an optional toe curve according to an embodiment of the present application;

[0035] Figure 9 is a schematic diagram of an optional camber curve according to an embodiment of the present application;

[0036] Figure 10 is a structural block diagram of an optional device for determining the position of an adjustment structure according to an embodiment of the present application. DETAILED DESCRIPTION

[0037] In order to make the person skilled in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor should belong to the protection scope of the present application.

[0038] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data used in this way can be exchanged under appropriate circumstances, so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0039] According to an embodiment of the present application, a method embodiment of a method for determining the position of an adjustment structure is provided. It should be noted that the steps shown in the flowchart of the drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from here.

[0040] Figure 1 is a structural block diagram of an optional vehicle terminal for determining the position of an adjustment structure according to an embodiment of the present application, as Figure 1As shown, the vehicle terminal 10 (or a mobile device 10 having a communication association with the vehicle) can include one or more processors 102 (the processor 102 can include, but not limited to, a processing device such as a microcontroller unit (MCU) or a field programmable gate array (FPGA)), a memory 104 for storing data, and a transmission device 106 for communication functions. In addition, a display device 110, an input / output device 108 (i.e., an I / O device), a universal serial bus (USB) port (which can be included as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and / or a camera (not shown in the figure) can also be included. Those skilled in the art can understand that Figure 1 The structure shown is merely illustrative and does not limit the structure of the vehicle terminal 1 described above. For example, the vehicle terminal 10 can also include more or fewer components than those shown in the figure, or have a different configuration than that shown in the figure. Figure 1 Figure 1 The structure shown is merely illustrative and does not limit the structure of the vehicle terminal 1 described above. For example, the vehicle terminal 10 can also include more or fewer components than those shown in the figure, or have a different configuration than that shown in the figure.

[0041] It should be noted that the one or more processors 102 and / or other data processing circuits described above can be embodied in whole or in part as software, hardware, firmware, or any other combination. In addition, the data processing circuits can be a single independent processing module, or be incorporated in whole or in part into any one of the other elements in the vehicle terminal 10 (or the mobile device).

[0042] The memory 104 can be used to store software programs and modules of application software, such as program instructions / data storage means corresponding to the method for determining an adjusted structure setting position in the embodiments of the present application. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, i.e., implements the method for determining an adjusted structure setting position described above. The memory 104 can include a high-speed random access memory, and can also include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory 104 can further include a memory remotely disposed relative to the processor 102, which can be connected to the vehicle terminal 10 through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0043] ​The transmission device 106 is configured to receive or send data via a network. The network can include a wireless network provided by a communication provider of the vehicle terminal 10. In one example, the transmission device 106 includes a network interface controller (NIC) that can be connected to other network devices through a base station to communicate with the Internet. In one example, the transmission device 106 can be a radio frequency (RF) module that is configured to communicate with the Internet wirelessly.

[0044] In the above operating environment, the embodiment of the present application provides a method for determining the setting position of the adjustment structure as shown in Figure 2 Figure 2 is a flow chart of a method for determining the setting position of the adjustment structure according to the embodiment of the present application, as shown in Figure 2 Figure 2 The embodiment shown in

[0045] In step S21, a plurality of virtual adjustment parts are configured based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel positioning parameters of the virtual suspension model.

[0046] In an optional solution of the step S21, the virtual suspension model can be a virtual suspension model constructed by a design software, which can include but is not limited to a computer aided three-dimensional interactive application (CATIA) and Unigraphics NX (UG or NX). The virtual suspension model can be a digital mock-up (DMU) model. The plurality of control skeletons can be a plurality of components in the DMU model for connecting the wheels and the vehicle body, which can be used to support and control the movement of the wheels and to absorb the road unevenness to reduce the vibration of the vehicle. It should be noted that the plurality of control skeletons can include but are not limited to a front upper control arm skeleton, a rear lower control arm skeleton, a front lower control arm skeleton, a rear lower control arm skeleton and a toe arm skeleton.

[0047] ​​In an optional solution of the step S21, the plurality of virtual adjustment parts can be virtual adjustment parts connecting different control frames. The steering wheel positioning parameters can include, but are not limited to, toe angle, which refers to the included angle between the inner side and the outer side of the front wheel; camber angle, which refers to the included angle between the front wheel and the vertical direction of the ground; caster angle, which refers to the included angle between the steering wheel shaft and the vertical direction. It should be noted that the toe angle can be divided into positive toe angle and negative toe angle, the positive toe angle can improve the stability and linearity of the vehicle, and the negative toe angle can reduce the wear of the tire; the camber angle can be divided into positive camber angle and negative camber angle, and the appropriate camber angle can improve the steering performance and the grip of the vehicle; and the appropriate caster angle can improve the stability and linearity of the vehicle.

[0048] The above method is further described below. Figure 3 、 Figure 4 The above method is further described below.

[0049] Figure 3 is a schematic diagram of an optional virtual suspension model according to an embodiment of the present application, as shown in Figure 3 The pre-established virtual suspension model is a DMU model, which includes suspension hard points, sub-frame frames, ground frames, front upper control arm frames, rear lower control arm frames, front lower control arm frames, rear lower control arm frames, toe arm frames, steering knuckle frames, stabilizer bar frames, stabilizer bar connection frames, and left half shaft frames. The constraint relationship between the parts of the DMU model can be as shown in Figure 4 Figure 4 is a schematic diagram of the constraint relationship between the parts of an optional virtual suspension model according to an embodiment of the present application.

[0050] In step S22, the plurality of virtual adjustment parts are used to perform simulation calculation on the virtual suspension model, to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameters.

[0051] ​In an optional solution of the step S22, the plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts can include, but are not limited to, toe angle sensitivity and camber angle sensitivity corresponding to the adjustment part arranged on the toe control arm, and toe angle sensitivity and camber angle sensitivity corresponding to the adjustment part arranged on the rear lower control arm. The parameter change rate can be used to represent the sensitivity of the steering wheel positioning parameter when the specific virtual adjustment part is arranged on the corresponding control skeleton. Specifically, for example, when a certain virtual adjustment part is arranged between the suspension hard point and the toe control arm skeleton, the parameter change rate can be the difference between the maximum value and the minimum value of the toe angle in a certain simulation data. When the parameter change rate is large, it can represent that the sensitivity of the toe angle is high, and when the parameter change rate is small, it can represent that the sensitivity of the toe angle is low. It should be noted here that each group of sensitivity data can be the instantaneous value of the steering wheel positioning parameter collected by one or more sensors.

[0052] In an optional solution of the present application, a plurality of virtual adjustment parts are used to simulate and calculate the virtual suspension to obtain a plurality of groups of sensitivity data corresponding to the plurality of adjustment parts. The specific method can be: arranging a certain virtual adjustment part between the suspension hard point and the toe control arm skeleton, and determining the steering wheel positioning parameters as toe angle and camber angle. Further, the virtual suspension is simulated, the instantaneous values of the toe angle and the camber angle are collected by the sensor, and then part (or all) of the toe angle data and the camber angle data are selected, and the selected toe angle data and the selected camber angle data are calculated respectively, so as to obtain the toe angle sensitivity and the camber angle sensitivity.

[0053] In step S23, a target setting position corresponding to the adjustment structure of the steering wheel positioning parameter is determined according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0054] In an optional solution of the step S23, the adjustment structure can be an adjustment device actually arranged in the suspension of the vehicle. The adjustment structure can be used to adjust the steering wheel positioning parameter of the vehicle to reduce the damage (such as tire uneven wear) of the vehicle and ensure that the vehicle has good driving performance. The target setting position can be the position of the adjustment point of the adjustment structure of the steering wheel positioning parameter. The target setting position can be one of the plurality of control skeletons.

[0055] In an optional solution provided by the present application, the target setting position corresponding to the adjustment structure of the steering wheel positioning parameter is determined according to the plurality of sets of sensitivity data. Specifically, the method can be: assuming that the plurality of sets of sensitivity data include a first set of sensitivity data and a second set of sensitivity data, wherein the first set of sensitivity data corresponds to a virtual adjustment part arranged on the toe control arm, the second set of sensitivity data corresponds to a virtual adjustment part arranged on the rear lower control arm, and the toe angle sensitivity and the camber angle sensitivity in the first set of sensitivity data are higher than the toe angle sensitivity and the camber angle sensitivity in the second set of sensitivity data. Further, when the demand of the user of the vehicle for the steering wheel positioning parameter is that the sensitivity of the steering wheel positioning parameter is higher, the target setting position corresponding to the adjustment structure of the steering wheel positioning parameter can be determined as the toe control arm. Similarly, when the demand of the user of the vehicle for the steering wheel positioning parameter is that the sensitivity of the steering wheel positioning parameter is lower, the target setting position corresponding to the adjustment structure of the steering wheel positioning parameter can be determined as the rear lower control arm, thereby improving the adaptability of the target setting position to the demand of the user of the vehicle and the rationality of the target setting position.

[0056] In the embodiment of the present application, first, a plurality of virtual adjustment parts are arranged based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel positioning parameter of the virtual suspension model, then the virtual suspension model is simulated and calculated by using the plurality of virtual adjustment parts, to obtain a plurality of sets of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each set of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameter, and finally, the target setting position corresponding to the adjustment structure of the steering wheel positioning parameter is determined according to the plurality of sets of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0057] It is easy to understand that the above-mentioned method provided by the present application obtains the corresponding sensitivity data by simulating and calculating the virtual suspension model by using the arranged plurality of virtual adjustment parts, and then determines the target setting position of the virtual adjustment part according to the sensitivity data, so as to achieve the purpose of simulating and calculating the adjustment part to determine the reasonable target setting position thereof, thereby realizing the technical effects of improving the setting rationality of the adjustment part and improving the adaptability of the adjustment part to the adjustment demand of the steering wheel positioning parameter, and further solving the technical problems that the setting rationality of the adjustment structure is poor and the adaptability of the adjustment structure to the adjustment demand of the steering wheel positioning parameter is poor caused by the way of determining the setting position of the steering wheel adjustment structure by using the benchmark or relying on experience in the related art.

[0058] The above-mentioned method of the embodiment of the present application will be further introduced below.

[0059] In an optional embodiment, in step S21, arranging the plurality of virtual adjustment parts based on the plurality of control skeletons includes:

[0060] In step S211, according to the preset skeleton selection rule corresponding to the steering wheel positioning parameter, part or all of the control skeletons are selected from the plurality of control skeletons as candidate skeletons.

[0061] In step S212, the plurality of virtual adjustment parts are configured based on the candidate skeletons.

[0062] In an optional solution of steps S211 to S212, the preset skeleton selection rule can be used to determine the control skeleton corresponding to the steering wheel positioning parameter. Specifically, for example, when the steering wheel positioning parameter is toe angle, the corresponding control skeleton can include but is not limited to: control arm A (such as toe control arm), control arm B (such as front upper control arm), control arm C (such as front lower control arm). For another example, when the steering wheel positioning parameter is camber angle, the corresponding control skeleton can include but is not limited to: control arm D (such as rear upper control arm), control arm E (such as rear lower control arm).

[0063] In an optional solution provided by the present application, the plurality of virtual adjustment parts are configured based on the plurality of control skeletons. Specifically, the method can be: assuming that the steering wheel positioning parameter is toe angle, the corresponding control skeleton includes: toe control arm, front upper control arm, front lower control arm, and in the virtual suspension model, virtual adjustment parts are respectively arranged between the toe control arm and the suspension hard point, between the front upper control arm and the suspension hard point, and between the front lower control arm and the suspension hard point, thereby obtaining the plurality of virtual adjustment parts.

[0064] In an optional embodiment, in step S21, the virtual suspension model further includes a subframe skeleton, and the virtual adjustment part includes: a driving command and an adjustment constraint, wherein the adjustment constraint is used to limit the relative motion scale between the candidate skeleton and the subframe skeleton, and the driving command is used to control the virtual suspension model to perform simulation motion so that the candidate skeleton and the subframe skeleton produce motion within the relative motion scale.

[0065] In an optional solution of step S21, the subframe skeleton can be a support for supporting front and rear axles and suspension, and can be used to block vibration and noise. The adjustment constraint can be a constraint relationship between the candidate skeleton and the subframe skeleton established based on the virtual suspension model. Specifically, for example, the candidate skeleton is the aforementioned control arm, and the adjustment constraint can include but is not limited to: the toe control arm skeleton and the subframe skeleton are prismatic constraints, the selected driving length, and the upper and lower limits of the joint limit are all 10 mm.

[0066] In an optional embodiment, in step S21, based on the candidate skeleton, the plurality of virtual adjustment parts are configured, including:

[0067] Step S213, obtaining connection information corresponding to the candidate skeleton, wherein the connection information is used to determine a connection inner point and an inner point axis between the candidate skeleton and the sub-frame skeleton;

[0068] Step S214, creating a first virtual plane and a first virtual straight line in the candidate skeleton and a second virtual plane and a second virtual straight line in the sub-frame skeleton by using the connection information, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the inner point axis, and the first virtual straight line and the second virtual straight line satisfy a second geometric relationship with the connection inner point;

[0069] Step S215, configuring an adjustment constraint based on the first virtual plane, the first virtual straight line, the second virtual plane and the second virtual straight line;

[0070] Step S216, generating a driving command according to the adjustment constraint.

[0071] In an optional solution of the steps S213 to S216, the first geometric relationship can be that the first virtual plane is perpendicular to the inner point axis and the second virtual plane is perpendicular to the inner point axis, and the second geometric relationship can be that the first virtual straight line in the first virtual plane passes through the control arm inner point (such as a toe control arm) and is parallel to the Y direction of the wheel. It should be noted that the Y direction refers to the left and right wheel direction, and the X direction refers to the front and rear wheel direction. It should be further noted that the first geometric relationship and the second geometric relationship can be determined by the geometric relationship of the adjustment structure corresponding to the steering wheel positioning parameter.

[0072] The above method will be further described below. Figure 5 、 Figure 6 、 Figure 7

[0073] Figure 5 is a schematic diagram of an optional process for determining the position of the adjustment structure according to an embodiment of the present application, Figure 6 is a schematic diagram of another optional process for determining the position of the adjustment structure according to an embodiment of the present application, Figure 7 is a schematic diagram of still another optional process for determining the position of the adjustment structure according to an embodiment of the present application. In the optional solution provided by the present application, as shown in Figure 5 、 Figure 6 , the candidate skeleton is a toe control arm, an inner point adjustment part "Adjust_TOE" of the toe arm is established in the virtual suspension model, two ordered geometry sets "Input information" and "Output information" are inserted into the adjustment part, and the "Input information" is used to determine the position of the adjustment structure in the virtual suspension model, and the "Output information" is used to determine the position of the adjustment structure in the candidate skeleton. Figure 3 ​The "RA_TOE ARM" shown acquires the inner point of the toe control arm and the inner point axis, and sets them in the "Input information", and in the "Output information", establishes a first virtual plane and a first virtual straight line as shown Figure 5 The first virtual plane and the first virtual straight line shown, the first virtual plane being a plane passing through the aforementioned control arm inner point and perpendicular to the inner point axis, passing through the inner point of the first virtual plane, a first virtual straight line parallel to the Y direction is established, and the length of the first virtual straight line is set to 100 mm. Further, based on the same method, a second virtual plane and a second virtual straight line are established in the "Output information" of the subframe skeleton, and then the original toe control arm inner point and the spherical surface combination of the subframe are deleted, and a new toe control arm inner point and a spherical surface combination of the toe adjustment skeleton are established, a prismatic constraint between the toe adjustment skeleton and the subframe skeleton is established, the above-mentioned virtual planes (including the first virtual plane and the second virtual plane) and the virtual straight lines (including the first virtual straight line and the second virtual straight line) are selected, the driving length is selected, and the upper and lower limits of the joint limit are both set to 10 mm, thereby completing the configuration of the adjustment constraint process. Further, according to the adjustment constraint, a driving instruction "TOE" is generated Figure 7

[0074] In the above-mentioned optional embodiment, the technical effects that can be achieved are: based on the control skeleton in the pre-established virtual suspension model, the virtual adjustment parts are configured, and the corresponding adjustment constraints are configured for the virtual adjustment parts and the corresponding driving commands are generated, thereby improving the simulation reality of the virtual adjustment parts, and facilitating the simulation of the virtual suspension model containing the virtual adjustment parts to obtain accurate simulation data.

[0075] In an optional embodiment, in step S22, the virtual suspension model is simulated and calculated by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, including:

[0076] In step S221, the driving commands and the adjustment constraints corresponding to the plurality of virtual adjustment parts are used to control the virtual suspension model to perform simulation movement, and simulation data corresponding to the steering wheel positioning parameters is obtained;

[0077] In step S222, the target data is determined from the simulation data according to the preset command value adjustment range corresponding to the adjustment constraint;

[0078] In step S223, the target data is subjected to a rate of change calculation to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts.

[0079] ​In an optional solution of the steps S221 to S223, the simulation data can be instantaneous values of the steering wheel positioning parameter collected by the sensor. For example, the steering wheel positioning parameter is toe angle, and the simulation data can be a plurality of instantaneous values of the toe angle collected by the sensor. The preset command value adjustment range can be an adjustment range of one or more command values determined by the technician. It should be noted that the simulation data corresponding to the steering wheel positioning parameter can monotonically change in the preset command value adjustment range. The target data can be simulation data corresponding to the steering wheel positioning parameter in the preset command value adjustment range.

[0080] As an optional embodiment, assuming that the steering wheel positioning parameter is toe angle and camber angle, the candidate skeleton is toe control arm, and the preset command value adjustment range of the toe angle is (-10, 0), the target data corresponding to the toe angle can be shown in Table 1 as follows:

[0081] Table 1

[0082]

[0083]

[0084] In addition, assuming that the preset command value adjustment range of the camber angle is (0, 10), the target data corresponding to the camber angle can be shown in Table 2 as follows:

[0085] Table 2

[0086] Event number Command value Sensor Sensor acquisition value Unit 9 0；0 Camber 1.334 Degree 10 0；1 Camber 1.447 Degree 11 0；2 Camber 1.561 Degree 12 0；3 Camber 1.675 Degree 13 0；4 Camber 1.789 Degree 14 0；5 Camber 1.903 Degree 15 0；6 Camber 2.018 Degree 16 0；7 Camber 2.133 Degree 17 0；8 Camber 2.249 Degree 18 0；9 Camber 2.365 Degree 19 0；10 Camber 2.482 Degree

[0087] In the optional embodiment, the rate of change of the target data corresponding to the toe angle is calculated to obtain the toe angle sensitivity TOE1, which can be shown in the following formula (1):

[0088]

[0089] In addition, the rate of change of the target data corresponding to the camber angle is calculated to obtain the camber angle sensitivity TOE2, which can be shown in the following formula (2):

[0090]

[0091] As another optional embodiment, assuming that the steering wheel positioning parameter is toe angle and camber angle, the candidate skeleton is rear lower control arm, and the preset command value adjustment range of the toe angle is (0, 10), the target data corresponding to the toe angle can be shown in Table 3 as follows:

[0092] Table 3

[0093] Event number Command value Sensor Sensor acquisition value Unit 10 0；0；0 Toe-in 0.084 Degree 11 0；0；1 Toe-in 0.221 Degree 12 0；0；2 Toe-in 0.358 Degree 13 0；0；3 Toe-in 0.494 Degree 14 0；0；4 Toe-in 0.628 Degree 15 0；0；5 Toe-in 0.762 Degree 16 0；0；6 Toe-in 0.894 Degree 17 0；0；7 Toe-in 1.026 Degree 18 0；0；8 Toe-in 1.156 Degree 19 0；0；9 Toe-in 1.286 Degree 20 0；0；10 Figure 8 1.414 Figure 9

[0094] And, assuming that the preset command value adjustment range of the camber angle is (0, 10), the target data corresponding to the camber angle can be shown in Table 4 as follows:

[0095] Table 4

[0096]

[0097]

[0098] In the optional embodiment described above, the rate of change of the target data corresponding to the camber angle is calculated to obtain the camber angle sensitivity Camber1, which can be shown in the following formula (3):

[0099]

[0100] And, the rate of change of the target data corresponding to the camber angle is calculated to obtain the camber angle sensitivity Camber2, which can be shown in the following formula (4):

[0101]

[0102] In the optional embodiment described above, the technical effects that can be achieved are: the virtual suspension model containing the virtual adjustment part is simulated, further, the target data is selected from the simulation data based on the preset command value adjustment range, and the target data is calculated to obtain the sensitivity of the steering wheel positioning parameter, so that the sensitivity of the steering wheel positioning parameter with high accuracy is obtained based on the simulation process with high authenticity, so as to determine the target setting position of the adjustment structure that meets the adjustment requirement of the steering wheel positioning parameter based on the sensitivity.

[0103] In an optional embodiment, in step S22, the steering wheel positioning parameter includes camber angle and caster angle, the simulation data includes camber angle curve and caster angle curve, and each group of sensitivity data in the plurality of groups of sensitivity data includes camber angle sensitivity and caster angle sensitivity.

[0104] In an optional solution of the above step S22, the camber angle curve can be used to represent the numerical change of the camber angle in the simulation data, and similarly, the camber angle curve can be used to represent the numerical change of the camber angle in the simulation data.

[0105] The above method is further described below. Figure 8 , Figure 8 The above method is further described below.

[0106] Figure 9 is a schematic diagram of an optional camber angle curve according to an embodiment of the application, as Figure 9As shown, the toe angle curve corresponds to the target data corresponding to the toe angles shown in Table 1, and can reflect the changes in the instantaneous values of the toe angles collected by the sensor when the virtual adjustment part is arranged between the toe control arm and the subframe skeleton. Sensitivity is a schematic diagram of an optional camber angle curve according to an embodiment of the application, as Toe-in control arm inner point adjustment (mm) As shown, the camber angle curve corresponds to the target data corresponding to the camber angles shown in Table 2, and can reflect the changes in the instantaneous values of the camber angles collected by the sensor when the virtual adjustment part is arranged between the toe control arm and the subframe skeleton.

[0107] In the above optional embodiment, the technical effect that can be achieved is that based on the toe angle curve and the camber angle curve, the changes in the toe angle and the camber angle during the simulation process can be intuitively obtained, the toe angle sensitivity and the camber angle sensitivity can be accurately calculated, and thus the target setting position of the adjustment structure can be reasonably determined based on the toe angle sensitivity and the camber angle sensitivity.

[0108] In an optional embodiment, in step S211, the candidate skeleton includes a toe control arm skeleton and a rear lower control arm skeleton, and the plurality of groups of sensitivity data includes a first group of sensitivity data and a second group of sensitivity data, wherein the first group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to the first virtual adjustment part, the first virtual adjustment part is arranged between the toe control arm skeleton and the subframe skeleton, and the second group of sensitivity data is used to determine the sensitivity of the steering wheel positioning parameter to the second virtual adjustment part, the second virtual adjustment part is arranged between the rear lower control arm skeleton and the subframe skeleton.

[0109] In an optional scheme provided by the application, assuming that the steering wheel positioning parameter is the toe angle and the camber angle, the first group of sensitivity data can include the sensitivity of the toe angle to the first virtual adjustment part (TOE1 in formula (1) above), and the sensitivity of the camber angle to the first virtual adjustment part (TOE2 in formula (2) above); and the second group of sensitivity data can include the sensitivity of the toe angle to the second virtual adjustment part (Camber1 in formula (3) above), and the sensitivity of the camber angle to the second virtual adjustment part (Camber2 in formula (4) above).

[0110] In an optional embodiment, in step S23, determining the target setting position of the adjustment structure according to the plurality of groups of sensitivity data includes:

[0111] In step S231, numerical sorting analysis is performed on the plurality of groups of sensitivity data to determine target sensitivity data.

[0112] Step S232, determining the control skeleton associated with the virtual adjustment part corresponding to the target sensitivity data as a target setting position, wherein the target setting position is used to determine the control skeleton of the adjustment structure to be set in the vehicle suspension.

[0113] In an optional solution of the steps S231 to S232, the target sensitivity data can be one or more groups of sensitivity data meeting the adjustment requirement of the steering wheel positioning parameter. The target setting position can be the setting position of the adjustment structure meeting the adjustment requirement of the steering wheel positioning parameter of the vehicle user. It should be noted that the target setting position can be one or more control skeletons (such as the toe control arm skeleton and the front upper control arm skeleton) in the vehicle.

[0114] As an optional embodiment, based on the target data corresponding to the toe angle and the camber angle shown in Tables 1, 2, 3 and 4, the multiple groups of sensitivity data shown in Table 5 can be determined.

[0115] Table 5

[0116] Rear lower control arm inner point adjustment (mm) Toe-in angle change rate (° / mm) Camber angle change rate (° / mm) Figure 10 0.322 0.133 Figure 10 0.115 0.132

[0117] As shown in Table 5, when the vehicle user expects a higher sensitivity of the toe angle, the 0.322° / mm in Table 5 can be determined as the target sensitivity data of the toe angle through numerical sorting analysis, so as to determine the control skeleton of the adjustment structure to be set as the toe control arm. Based on the requirement of the vehicle user, the adjustment structure can be set between the toe control arm and the subframe skeleton. When the vehicle user expects a lower sensitivity of the toe angle, the adjustment structure can be set between the rear lower control arm and the subframe skeleton.

[0118] As shown in Table 5, when the vehicle user expects a higher sensitivity of the camber angle, the 0.132° / mm in Table 5 can be determined as the target sensitivity data of the camber angle through numerical sorting analysis, so as to determine the control skeleton of the adjustment structure to be set as the rear lower control arm. Based on the requirement of the vehicle user, the adjustment structure can be set between the rear lower control arm and the subframe skeleton. When the vehicle user expects a lower sensitivity of the camber angle, the adjustment structure can be set between the toe control arm and the subframe skeleton.

[0119] In the above optional embodiment, the technical effect achieved is that based on the adjustment requirement of the steering wheel positioning parameter of the vehicle user, according to the simulation result of the virtual suspension model containing the virtual adjustment part, the target setting position of the adjustment structure for adjusting the steering wheel positioning parameter can be determined, so as to improve the rationality of the setting position of the adjustment structure, improve the adaptability of the setting position of the adjustment structure to the adjustment requirement of the steering wheel positioning parameter, and further improve the experience of the vehicle user.

[0120] In the embodiments, a device for determining an adjustment structure setting position is also provided, which is used to implement the above-mentioned embodiments and preferred embodiments, and the descriptions have been given above and will not be repeated. As used below, a "module" refers to a combination of software and / or hardware that can implement a predetermined function. Although the device described in the following embodiments is preferably implemented in software, implementation in hardware or a combination of software and hardware is also possible and contemplated.

[0121] ​ is a structural block diagram of an optional device for determining an adjustment structure setting position according to an embodiment of the present application, as shown in ​ The device comprises:

[0122] The configuration module 1001 is configured to configure a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of a steering wheel positioning parameter of the virtual suspension model.

[0123] The calculation module 1002 is configured to perform simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine a parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameter.

[0124] The determination module 1003 is configured to determine a target setting position corresponding to an adjustment structure of the steering wheel positioning parameter according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0125] Optionally, the configuration module 1001 is further configured to: select part or all of the control skeletons as candidate skeletons from the plurality of control skeletons according to a preset skeleton selection rule corresponding to the steering wheel positioning parameter; and configure the plurality of virtual adjustment parts based on the candidate skeletons.

[0126] Optionally, the configuration module 1001 is further configured to: the virtual suspension model further comprises a sub-frame skeleton, and the virtual adjustment part comprises a driving command and an adjustment constraint, wherein the adjustment constraint is used to limit a relative motion scale between the candidate skeleton and the sub-frame skeleton, and the driving command is used to control the virtual suspension model to perform simulation motion so that the candidate skeleton and the sub-frame skeleton produce motion within the relative motion scale.

[0127] Optionally, the configuration module 1001 is further configured to: obtain connection information corresponding to the candidate skeleton, wherein the connection information is used to determine a connection inner point and an inner point axis between the candidate skeleton and the sub-frame skeleton; create a first virtual plane and a first virtual straight line in the candidate skeleton and create a second virtual plane and a second virtual straight line in the sub-frame skeleton by using the connection information, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the inner point axis, and the first virtual straight line and the second virtual straight line satisfy a second geometric relationship with the connection inner point; configure an adjustment constraint based on the first virtual plane, the first virtual straight line, the second virtual plane and the second virtual straight line; and generate a driving command according to the adjustment constraint.

[0128] Optionally, the calculation module 1002 is further configured to: control the virtual suspension model to perform a simulation motion by using the driving command corresponding to each of the plurality of virtual adjustment parts and the adjustment constraint, to obtain simulation data corresponding to the steering wheel positioning parameter; determine target data from the simulation data according to a preset command value adjustment range corresponding to the adjustment constraint; and perform a change rate calculation on the target data to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts.

[0129] Optionally, the calculation module 1002 is further configured to: the steering wheel positioning parameter includes a toe angle and a camber angle, the simulation data includes a toe angle curve and a camber angle curve, and each group of sensitivity data in the plurality of groups of sensitivity data includes a toe angle sensitivity and a camber angle sensitivity.

[0130] Optionally, the calculation module 1002 is further configured to: the candidate skeleton includes a toe control arm skeleton and a rear lower control arm skeleton, and the plurality of groups of sensitivity data includes a first group of sensitivity data and a second group of sensitivity data, wherein the first group of sensitivity data is used to determine a sensitivity of the steering wheel positioning parameter to a first virtual adjustment part, the first virtual adjustment part is arranged between the toe control arm skeleton and the sub-frame skeleton, and the second group of sensitivity data is used to determine a sensitivity of the steering wheel positioning parameter to a second virtual adjustment part, the second virtual adjustment part is arranged between the rear lower control arm skeleton and the sub-frame skeleton.

[0131] Optionally, the determination module 1003 is further configured to: perform numerical sorting analysis on the plurality of groups of sensitivity data to determine target sensitivity data; and determine a control skeleton associated with a virtual adjustment part corresponding to the target sensitivity data as a target setting position, wherein the target setting position is used to determine a control skeleton of an adjustment structure to be arranged in a vehicle suspension.

[0132] It should be noted that each of the above modules can be implemented by software or hardware, and for the latter, the following implementation manners can be used, but are not limited thereto: all the modules are located in the same processor; or each of the modules is located in a different processor in any combination.

[0133] According to a further aspect of the embodiments of the present application, an electronic device is also provided, comprising an in-vehicle memory and an in-vehicle processor, wherein the in-vehicle memory stores a computer program, and the in-vehicle processor is configured to execute the computer program to perform the method for determining the target setting position of the adjustment structure of the steering wheel positioning parameter.

[0134] Optionally, in the present embodiment, the in-vehicle memory is configured to store a computer program for performing the following steps:

[0135] Step S1, configuring a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel positioning parameter of the virtual suspension model;

[0136] Step S2, performing simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine a parameter change rate of the corresponding virtual adjustment part when adjusting the steering wheel positioning parameter;

[0137] Step S3, determining a target setting position corresponding to the adjustment structure of the steering wheel positioning parameter according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0138] Optionally, in the present embodiment, the in-vehicle memory can include but is not limited to a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store computer programs.

[0139] Optionally, in the present embodiment, the in-vehicle processor is configured to perform the following steps by using the computer program:

[0140] Step S1, configuring a plurality of virtual adjustment parts based on a plurality of control skeletons in a pre-established virtual suspension model, wherein the plurality of virtual adjustment parts are used to simulate adjustment of the steering wheel positioning parameter of the virtual suspension model;

[0141] Step S2, performing simulation calculation on the virtual suspension model by using the plurality of virtual adjustment parts to obtain a plurality of groups of sensitivity data corresponding to the plurality of virtual adjustment parts, wherein each group of sensitivity data is used to determine a parameter change rate of the corresponding virtual adjustment part when adjusting the steering wheel positioning parameter;

[0142] Step S3, determining a target setting position corresponding to the adjustment structure of the steering wheel positioning parameter according to the plurality of groups of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameter of the vehicle.

[0143] Optionally, the specific examples in the present embodiment can refer to the examples described in the above embodiments and optional implementation manners thereof, and the present embodiment will not be described here again.

[0144] The serial numbers of the above embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0145] In the above embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0146] In the several embodiments of the present application, it should be understood that the disclosed technology can be implemented in other ways. Of course, the above-described device embodiments are only illustrative, and the division of units can be a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, unit or module, and can be electrical or other forms.

[0147] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on multiple units. According to actual needs, part or all of the units can be selected to achieve the purpose of the present embodiment scheme.

[0148] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0149] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (Read-Only Memory, ROM), a random access memory (Random Access Memory, RAM), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0150] The above is only the preferred embodiment of the present application, it should be pointed out that, for those skilled in the art, without departing from the principles of the present application, can make a number of improvements and refinements, these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A method for determining the setting position of an adjustment structure, characterized in that, include: Multiple virtual adjustment parts are configured based on multiple control skeletons in a pre-established virtual suspension model, wherein the multiple virtual adjustment parts are used to simulate and adjust the steering wheel positioning parameters of the virtual suspension model; The virtual suspension model is simulated using the multiple virtual adjustment parts to obtain multiple sets of sensitivity data corresponding to the multiple virtual adjustment parts. Each set of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameters. Based on the multiple sets of sensitivity data, the target setting position corresponding to the adjustment structure of the steering wheel positioning parameters is determined, wherein the adjustment structure is used to adjust the steering wheel positioning parameters of the vehicle; The configuration of multiple virtual adjustment parts based on the multiple control skeletons includes: selecting some or all of the multiple control skeletons as candidate skeletons according to the preset skeleton selection rules corresponding to the steering wheel positioning parameters; and configuring the multiple virtual adjustment parts based on the candidate skeletons. The virtual suspension model also includes a subframe frame, and the virtual adjustment parts include: drive commands and adjustment constraints, wherein the adjustment constraints are used to limit the relative motion scale between the candidate frame and the subframe frame, and the drive commands are used to control the virtual suspension model to perform simulated motion so that the candidate frame and the subframe frame generate motion within the relative motion scale; Configuring the plurality of virtual adjustment parts based on the candidate skeleton includes: obtaining connection information corresponding to the candidate skeleton, wherein the connection information is used to determine the connection interior point and interior axis between the candidate skeleton and the subframe skeleton; using the connection information, creating a first virtual plane and a first virtual straight line in the candidate skeleton, and creating a second virtual plane and a second virtual straight line in the subframe skeleton, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the interior axis, and the first virtual straight line and the second virtual straight line satisfy a second geometric relationship with the connection interior point; configuring the adjustment constraints based on the first virtual plane, the first virtual straight line, the second virtual plane, and the second virtual straight line; and generating the drive command according to the adjustment constraints.

2. The method according to claim 1, characterized in that, The virtual suspension model is simulated using the multiple virtual adjustment parts to obtain multiple sets of sensitivity data corresponding to the multiple virtual adjustment parts, including: Using the drive commands and adjustment constraints corresponding to the multiple virtual adjustment parts, the virtual suspension model is controlled to perform simulated motion, and simulation data corresponding to the steering wheel positioning parameters is obtained. The target data is determined from the simulation data according to the preset command value adjustment range corresponding to the adjustment constraint; The rate of change of the target data is calculated to obtain multiple sets of sensitivity data corresponding to the multiple virtual adjustment parts.

3. The method according to claim 2, characterized in that, The steering wheel positioning parameters include toe angle and caster angle, the simulation data includes toe angle curve and caster angle curve, and each set of sensitivity data includes toe angle sensitivity and caster angle sensitivity.

4. The method according to claim 3, characterized in that, The candidate frame includes a toe-in control arm frame and a rear lower control arm frame. The multiple sets of sensitivity data include a first set of sensitivity data and a second set of sensitivity data. The first set of sensitivity data is used to determine the sensitivity of the steering wheel alignment parameters to a first virtual adjustment component, which is disposed between the toe-in control arm frame and the subframe frame. The second set of sensitivity data is used to determine the sensitivity of the steering wheel alignment parameters to a second virtual adjustment component, which is disposed between the rear lower control arm frame and the subframe frame.

5. The method according to claim 1, characterized in that, Based on the multiple sets of sensitivity data, determining the target setting position corresponding to the adjustment structure includes: Numerical sorting analysis is performed on the multiple sets of sensitivity data to determine the target sensitivity data; The control skeleton associated with the virtual adjustment part corresponding to the target sensitivity data is determined as the target setting position, wherein the target setting position is used to determine the control skeleton of the adjustment structure to be set in the vehicle suspension.

6. A device for determining the setting position of an adjustment structure, characterized in that, include: A configuration module is used to configure multiple virtual adjustment parts based on multiple control skeletons in a pre-established virtual suspension model, wherein the multiple virtual adjustment parts are used to simulate and adjust the steering wheel positioning parameters of the virtual suspension model; The calculation module is used to perform simulation calculations on the virtual suspension model using the multiple virtual adjustment parts to obtain multiple sets of sensitivity data corresponding to the multiple virtual adjustment parts. Each set of sensitivity data is used to determine the parameter change rate when the corresponding virtual adjustment part adjusts the steering wheel positioning parameters. The determining module is used to determine the target setting position corresponding to the adjustment structure of the steering wheel positioning parameters based on the multiple sets of sensitivity data, wherein the adjustment structure is used to adjust the steering wheel positioning parameters of the vehicle; The configuration module is further configured to select some or all of the control skeletons as candidate skeletons from the plurality of control skeletons according to the preset skeleton selection rules corresponding to the steering wheel positioning parameters; and configure the plurality of virtual adjustment parts based on the candidate skeletons. The virtual suspension model also includes a subframe frame, and the virtual adjustment parts include: drive commands and adjustment constraints, wherein the adjustment constraints are used to limit the relative motion scale between the candidate frame and the subframe frame, and the drive commands are used to control the virtual suspension model to perform simulated motion so that the candidate frame and the subframe frame generate motion within the relative motion scale; The configuration module is further configured to obtain connection information corresponding to the candidate skeleton, wherein the connection information is used to determine the connection interior point and interior axis between the candidate skeleton and the subframe skeleton; using the connection information, a first virtual plane and a first virtual line are created in the candidate skeleton, and a second virtual plane and a second virtual line are created in the subframe skeleton, wherein the first virtual plane and the second virtual plane satisfy a first geometric relationship with the interior axis, and the first virtual line and the second virtual line satisfy a second geometric relationship with the connection interior point; the adjustment constraint is configured based on the first virtual plane, the first virtual line, the second virtual plane, and the second virtual line; and the drive command is generated according to the adjustment constraint.

7. An electronic device, characterized in that, The device includes an on-board memory and an on-board processor, characterized in that the on-board memory stores a computer program, and the on-board processor is configured to run the computer program to perform the method for determining the setting position of the adjustment structure according to any one of claims 1 to 5.

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