A method for analyzing, evaluating, and optimizing the layout matching of a passenger car steering system

Abstract

The present invention discloses a method for analyzing, evaluating and optimizing the layout matching of a passenger vehicle steering system. The method systematically performs a layout matching analysis of the passenger vehicle steering system, including the structural integration design of the steering wheel, steering gear and steering transmission mechanism, and obtaining corresponding hard point parameters of the structural design of the layout reference points. The method adopts a parametric digital simulation method to simultaneously perform an analysis and evaluation of the driver's human-machine comfort, including the driver's upper limb operation and the driving space, in the structural integration design, and performs an analysis and evaluation of the steering wheel acceleration input response characteristics within the full range of the steering wheel angle adjustment, during the structural integration design.

Description

Technical Field

[0001] The present invention relates to the technical field of integrated design for passenger vehicle development, and in particular to a method for analyzing, evaluating, and optimizing the arrangement and matching of a steering system of a passenger vehicle. Background Art

[0002] The steering system of a passenger car consists of a steering wheel (steering mechanism), a steering gear, and a steering transmission mechanism. The layout and matching of the steering system must meet the ergonomic comfort requirements of the driver's normal sitting posture, as well as steering operational performance requirements such as the steering wheel's input angular velocity response characteristics.

[0003] Existing passenger car steering system layout matching methods focus relatively on the mechanical structure design itself. Most of them analyze the three strongly correlated and mutually influential aspects of the steering system, namely structure, ergonomic comfort and steering operation performance, separately. They even analyze the three-part structural integration layout of the steering system, namely the steering wheel, steering transmission mechanism assembly and steering gear assembly, separately. The factors considered in the steering system integrated layout design are not comprehensive enough; there are few evaluation index parameters; the output is relatively simple, and in most cases only the geometric characteristics of the steering system structural integration design are output, lacking ergonomic comfort parameters and steering operation performance parameters; the so-called adjustment and optimization are more of a trial-and-error approach to obtain solutions, lacking systematicity and low design and analysis efficiency. Summary of the Invention

[0004] The present invention aims to provide a method for analyzing, evaluating and optimizing the layout matching of a passenger car steering system, systematically performing layout matching analysis of the passenger car steering system, including the structural integrated layout design of the steering wheel, steering gear, and steering transmission mechanism, and obtaining the corresponding hard point parameters of the layout reference point structure design; using a parametric digital simulation method, simultaneously performing analysis and evaluation of the driver's human-machine comfort, including the driver's upper limb operation and driving space, in the structural integrated layout design, and analyzing and evaluating the steering wheel acceleration input response characteristics within the full stroke of steering wheel angle adjustment; in the analysis, possible irrational items in the two evaluations can be given in real time; and an efficient, systematic, and comprehensive optimization and adjustment method is also provided: multiple optimization and adjustment methods are given, and in actual applications, they can be flexibly selected in combination with other requirements in the actual design scenario to quickly obtain a layout solution for the passenger car steering system that meets the requirements of human-machine comfort and steering operation performance.

[0005] The present invention is achieved through the following technical solutions:

[0006] A method for analyzing, evaluating, and optimizing the layout matching of a passenger vehicle steering system comprehensively considers factors such as the consumer group, vehicle type, driver's seat layout, vehicle chassis platform front suspension system layout, steering gear and steering transmission structure, human-machine comfort requirements, and steering wheel angle and speed input response characteristics. The method then sets corresponding characteristic parameters, performs parametric digital simulation matching analysis, evaluates the analysis results, and optimizes and adjusts them to obtain a passenger vehicle steering system layout that meets human-machine comfort and steering operation performance requirements. The method specifically includes the following steps:

[0007] A01. Steering wheel layout reference point analysis: Based on the preliminarily determined or known driver's seat height H30 of the vehicle type and the known driver's design R point SgRP and its spatial coordinates (L31, W20, H70), determine the main reference points for the steering wheel layout, the sole reference point BOFRP and its spatial coordinates (L1, W1, H1), and the heel point AHP and its spatial coordinates (L8, W8, H8).

[0008] L31-L1= f 1 (H30)=913.7+0.672316×H30+0.0019553×H30 2 ; W1=W20-180; H1=H8+203×cos(A47); L8=L1+203×sin(A47); W8= W20-180; H8=H70-H30;

[0009] The horizontal angle of the sole A47 is a cubic function of H30 to ensure the comfort of the driver's lower limbs: A47 = f1(H30):

[0010] A47= f 2 (H30)=2.522×10 -7 H30 3 -3.961×10 -4 H30 2 +4.644×10 -2 H30+73.374;

[0011] A02. Analysis of the recommended ergonomic range for the steering wheel layout includes the following sub-steps:

[0012] A02-1. Set the main parameters for the ergonomic evaluation of the steering wheel layout:

[0013] 1) L11: The longitudinal (X-direction) distance from the steering wheel center SWC to the heel point AHP;

[0014] 2) H17: vertical (Z-direction) distance from the steering wheel center SWC to the heel point AHP;

[0015] 3) L7: Minimum clearance from the steering wheel rim surface to the torso reference line;

[0016] 4) H13: Minimum clearance from the steering wheel rim surface to the thigh reference line;

[0017] 5) WWR: The lateral (Y-direction) offset from the steering wheel center SWC to the design R point SgRP, with positive values ​​in the positive Y direction;

[0018] 6) A18: vertical inclination of the steering wheel (side view);

[0019] 7) A17: lateral inclination of the steering wheel (top view);

[0020] 8) A_UA: The angle between the upper arm and the torso when the driver is in a normal driving posture;

[0021] 9) A_E: The angle of the driver's elbow joint when sitting in a normal driving position;

[0022] 10) A_W: Wrist angle of the driver in normal driving posture;

[0023] 11) A_G: The angle between the palm reference line and the steering wheel when the driver is in a normal driving posture;

[0024] A02-2. Based on the preliminarily determined or known driver's seat height H30, calculate the recommended values ​​and ranges for the main parameters of the steering wheel layout ergonomic evaluation:

[0025] 1) Recommended value of L11 T = f 3 (H30)=-0.786×H30+676.0mm, the recommended range of L11 is: L11 T ±12mm;

[0026] 2) Recommended value of H17 T = f 4 (H30)=-0.903× f 3 (H30)+1069.0mm, the recommended range of H17 is: H17 T ±15mm;

[0027] 3) The recommended range of L7 is: L7 ≥ 330mm;

[0028] 4) The recommended range of H13 is: H13 ≥80mm;

[0029] 5) Recommended value of A18 T = f5 (H30)=0.08×H30+3deg, the recommended range of A18 is: A18 T ±5deg;

[0030] 6) Recommended value of A17 T =0deg, the recommended range of A17 is: A17 T ±2deg;

[0031] 7) The recommended range of WWR is: 0mm≤WWR≤10mm, and when A17 is small, WWR takes a smaller value;

[0032] 8) The recommended range of A_UA is: 0deg≤A_UA≤50deg;

[0033] 9) The recommended range of A_E is: 80 degrees ≤ A_E ≤ 170 degrees;

[0034] 10) The recommended range of A_W is: 170 degrees ≤ A_E ≤ 190 degrees;

[0035] 11) The recommended range of A_G is: 0deg≤A_G≤30deg;

[0036] A02-3: The recommended 3D spatial range of the steering wheel center design position is obtained by using the known driver design R point SgRP, the heel point AHP obtained in A01, and the recommended ranges of L11 and H17 obtained in A02-2.

[0037] A03. Preliminary layout of the steering wheel: Refer to the recommended 3D space range of the human-machine interface obtained in A02-3 and preliminarily set the coordinate value of the steering wheel center SWC (X SWC , Y SWC , Z SWC ); Refer to the recommended ranges of A17 and A18 obtained in A02-2 to preliminarily set the values ​​of the steering wheel's lateral inclination angle A17 and the steering wheel's vertical inclination angle A18; and then obtain the layout of the steering wheel in the vehicle coordinate system and the steering column (upper shaft) axis ( SWC-JO1 ) in the vehicle coordinate system;

[0038] A04. Determine the driver's reference point (HRP) for the steering wheel: Based on the preliminary steering wheel layout obtained in A03, the steering column (upper shaft) axis, and the selected steering wheel structure, such as the steering wheel rim outer diameter W9 and the steering wheel rim minor diameter D, determine the driver's reference point (HRP) for the steering wheel.

[0039] A05, Recommended seat back angle range based on known driver's sitting height H30 [A40 TMin ,A40TMax ], set the value of the driver's seat back angle A40;

[0040] Among them A40 TMin = f 3 (H30)=-0.033×H30+29.0;A40 TMax = f 4 (H30)=-0.033×H30+38.4;

[0041] A06. Place the 95th percentile driver template, analyze the upper limb joint angles in the driver's normal driving sitting posture, and obtain the driver's torso and thigh reference lines. Based on the 95th percentile biometric data of the selected population, the known design R point SgRP, the heel point AHP and shoe sole reference point BOFRP obtained in A01, the driver's steering wheel reference point HRP obtained in A04, and the driver's seat back angle A40 obtained in A05, determine the layout of the reference centers of each joint in the driver template (ankle, knee, hip, shoulder, elbow, and wrist). Determine the placement of the 95th percentile driver template in its normal driving sitting posture, as well as the driver's torso and thigh reference lines.

[0042] A07, Steering gear layout analysis, based on the layout hard points of the vehicle chassis front suspension (steering side tie rod is one of the moving components of the front suspension), determine the layout positions of the left and right disconnect points SBP_L and SPB_R of the steering gear and the steering gear rack axis in the vehicle coordinate system; then, based on the selected steering gear structure, preliminarily determine the steering gear pinion axis ( GP-JO2 ) in the vehicle coordinate system;

[0043] A08. Steering transmission mechanism layout analysis includes the following sub-steps:

[0044] A08-1, according to the steering column (upper shaft) axis obtained in A03 ( SWC-JO1 ) and the selected structure of the steering transmission mechanism assembly, the spatial layout position of the upper universal joint center JO1 where the steering column (upper shaft) connects the steering transmission shaft (lower shaft) is obtained; at the same time, the axis of the steering wheel angle adjustment shaft on the steering column is obtained ( AAP_L-AAP_R ) and the spatial arrangement of its left and right endpoints AAP_L and AAP_R;

[0045] A08-2, according to the steering gear pinion axis obtained in A07 ( GP-JO2), the spatial arrangement position of the upper universal joint center JO1 obtained in 08-1, and the selected structure of the steering transmission mechanism assembly, obtain the lower universal joint center JO2 of the steering gear pinion shaft connected to the steering transmission shaft (lower shaft) and the axis of the steering transmission shaft (lower shaft) ( JO1-JO2 )’s spatial arrangement;

[0046] A08-3. Based on the spatial layout of the upper universal joint center JO1 obtained in A08-1 and the selected structure of the steering transmission assembly, determine the spatial layout of structural features such as the upper universal joint steering column-side cross-axis endpoint FAP_1-1, the upper universal joint drive shaft-side cross-axis endpoint FAP_1-2, the cross-axis connecting the upper universal joint to the steering column (upper shaft), and the cross-axis connecting the upper universal joint to the drive shaft (lower shaft) in the vehicle coordinate system.

[0047] A08-4. Based on the spatial layout of the lower universal joint center JO2 obtained in A08-2 and the selected structure of the steering transmission mechanism assembly, determine the spatial layout of structural features such as the cross-shaft endpoint FAP_2-1 on the lower universal joint drive shaft side, the cross-shaft endpoint FAP_2-2 on the lower universal joint pinion side, the cross-shaft axis connecting the lower universal joint to the drive shaft (lower shaft), and the cross-shaft axis connecting the lower universal joint to the pinion shaft in the vehicle coordinate system.

[0048] A08-5. Obtain the axis of the steering wheel angle adjustment shaft according to A08-1 ( AAP_L-AAP_R ), the maximum upward angle adjustment value of the steering wheel AA_U, the maximum downward angle adjustment value of the steering wheel AA_D, and the steering wheel center SWC, the upper universal joint center JO1, the lower universal joint center JO2, and the steering column (upper shaft) axis in the upper limit position and the lower limit position are obtained ( SWC- JO1 ), steering drive shaft (lower shaft) axis ( JO1-JO2 ), the spatial arrangement positions of structural features such as the cross shaft endpoint FAP_1-1 on the steering column side of the upper universal joint, the cross shaft endpoint FAP_1-2 on the drive shaft side of the upper universal joint, the two axes of the upper universal joint cross shaft, the cross shaft endpoint FAP_2-1 on the drive shaft side of the lower universal joint, the cross shaft endpoint FAP_2-2 on the pinion side of the lower universal joint, and the two axes of the lower universal joint cross shaft;

[0049] A09. Analysis and evaluation of driver-machine comfort:

[0050] Based on the spatial position of the steering wheel obtained in A03, the 95th percentile human body template placement of drivers in steps A04-A06, and the coordination analysis between the driver's hand posture and the steering wheel layout, two types of comfort evaluation parameters for the driver's normal driving posture are obtained for the steering wheel layout:

[0051] 1) Driver upper limb comfort evaluation parameters: shoulder angle AUA, elbow angle AE, wrist angle AW, and angle AG between the palm reference line and the steering wheel;

[0052] 2) Driving space comfort evaluation parameters: X-distance between SWC and AHP (L11), Z-distance between SWC and AHP (H17), clearance between steering wheel and torso reference line (L7), distance between steering wheel and thigh reference line (H13), and Y-direction offset (WWR) between SWC and SgRP;

[0053] Then, based on the recommended values ​​and ranges obtained in A02, or a horizontal benchmark analysis of the same parameters of similar models, as well as other human-machine comfort requirements in vehicle design, the results of the two types of comfort evaluation parameters are evaluated and analyzed to determine whether they meet or do not meet the requirements.

[0054] A10. Analysis and evaluation of the steering wheel angular velocity input response characteristics within the full steering wheel angle adjustment range: This includes the following sub-steps:

[0055] A10-1. Structural features of the steering transmission mechanism in the design position, upper limit position, and lower limit position obtained according to steps A03, A07, and A08: Steering wheel center SWC, upper universal joint center JO1, lower universal joint center JO2, steering column (upper shaft) axis ( SWC-JO1 ), steering drive shaft (lower shaft) axis ( JO1-JO2 ), upper universal joint steering column side cross shaft endpoint FAP_1-1, upper universal joint drive shaft side cross shaft endpoint FAP_1-2, upper universal joint cross shaft two axes, lower universal joint drive shaft side cross shaft endpoint FAP_2-1, lower universal joint pinion side cross shaft endpoint FAP_2-2, lower universal joint cross two axis, steering gear pinion axis ( GP-JO2 ), steering rack axis ( SBP_L-SPB_R ), and the following layout parameters are obtained for the design position, upper limit position, and lower limit position:

[0056] 1) A-ULA, steering column (upper shaft) axis ( SWC-JO1 ) and the steering transmission shaft (lower shaft) axis ( JO1-JO2 )’s spatial angle;

[0057] 2) A-GLA, steering drive shaft (lower shaft) axis ( JO1-JO2 ) and the steering gear pinion axis ( GP-JO2 )’s spatial angle;

[0058] 3) A-NCP, the non-coplanar angle of the three axes of the steering transmission mechanism, that is, the angle between plane 1 and plane 2 formed by the three axes of the steering transmission mechanism; where plane 1 is the axis of the steering column (upper shaft) ( SWC-JO1) and the steering transmission shaft (lower shaft) axis ( JO1-JO2 ) plane, plane 2 is the axis of the steering transmission shaft (lower shaft) ( JO1-JO2 ) and the steering gear pinion axis ( GP-JO2 ) determined plane;

[0059] 4) A-FAL, the yoke phase angle of the universal joints at both ends of the steering drive shaft (lower shaft), that is, the angle between the cross axis of the upper universal joint connecting to the drive shaft (lower shaft) and the cross axis of the lower universal joint connecting to the pinion shaft;

[0060] A10-2. Analyze or calculate the steering wheel angular velocity input response characteristics:

[0061] Steering wheel angular velocity input response characteristics, that is, the angular velocity of the steering gear pinion shaft output ω2 Angular velocity of the steering wheel input ω1 The ratio of the angular velocity i = ω2 / ω1 ), this ratio is different at different positions SA of the steering wheel, forming a characteristic curve similar to the sine and cosine function characteristics f ( i , SA), SA=0deg~360deg;

[0062] There are two ways to obtain the steering wheel angular velocity input response characteristic curve f ( i , SA):

[0063] Method 1: Based on the three-dimensional layout characteristic digital model of the steering transmission mechanism structure in the design position, upper limit position, and lower limit position obtained in steps A03, A07, and A08, a kinematic simulation analysis is performed to obtain the steering wheel angular velocity input response characteristic curves in the three states. f ( i , SA), SA=0deg~360deg;

[0064] Method 2: Based on A10-1, the layout parameters of the design position, upper limit position, and lower limit position are obtained, and the steering wheel angular velocity input response characteristic curves of the three states are calculated. f ( i , SA), SA=0deg~360deg;

[0065] i = ω2 / ω1=[cos( α )-cos( α )×sin 2 ( β )×cos 2 ( δ +SA)] / [cos( β )-cos( β )×sin 2 ( α )×cos 2 (SA)]

[0066] in:

[0067] ω1 , the angular velocity of the steering wheel input;

[0068] ω2 , the angular velocity of the steering gear pinion shaft output;

[0069] α , the spatial angle between the steering column (upper shaft) axis (SWC-JO1) and the steering drive shaft (lower shaft) axis (JO1-JO2), α =A-ULA;

[0070] β , steering transmission shaft (lower shaft) axis ( JO1-JO2 ) and the steering gear pinion axis ( GP-JO2 ), β =A-GLA;

[0071] δ , the difference between the phase angle A-FAL of the universal joints at both ends of the steering transmission shaft (lower shaft) and the non-coplanar angle A-NCP of the three axes of the steering transmission mechanism, δ =A-FAL-A-NCP;

[0072] SA, steering wheel rotation angle, SA = 0deg~360deg;

[0073] A10-3. Steering wheel angular velocity input response characteristic curve obtained in A10-2 f ( i , SA), SA = 0deg ~ 360deg, the maximum offset rate MDAR of the steering transmission mechanism is obtained,

[0074] MDAR= f ( i max )=( i max - 1) / 1×100%=( i max - 1) × 100%;

[0075] in, i max Input the response characteristic curve for the steering wheel angular velocity f (i , the peak point ratio of SA) i ;

[0076] A10-4. Evaluation of Steering Wheel Angular Velocity Input Response Characteristics:

[0077] To minimize the non-uniform velocity of the steering transmission mechanism and ensure excellent steering wheel angular velocity input response characteristics, the maximum non-uniform velocity deviation rate (MDAR) of the steering transmission mechanism at the design position, upper limit position, and lower limit position obtained in A10-3 generally meets the following requirements: MDAR ≤ 3%. When the structure and layout of the passenger car are subject to special restrictions, the maximum non-uniform velocity deviation rate (MDAR) may be increased to 5%.

[0078] A11. Systematic and comprehensive optimization and adjustment of the steering system layout: Based on the analysis and evaluation results obtained in A09 and A10, any non-conformities in the relevant evaluation parameters, and other constraints or boundary conditions of the passenger vehicle design, select one or more of the following optimization methods in combination and make quantitative adjustments to a certain value to obtain a steering wheel system layout that meets the ergonomic comfort requirements of the driver's normal sitting posture, the steering wheel control performance requirements, or other requirements. A corresponding steering system layout adjustment plan is also obtained to provide a basis for the vehicle's engineering structure design.

[0079] Optional optimization methods:

[0080] 1) Adjust the steering wheel center SWC along the X-axis, Y-axis, and Z-axis of the vehicle coordinate system by a certain amount;

[0081] 2) Increase or decrease the vertical inclination angle (side view) A18 of the steering wheel and the lateral inclination angle (top view) A17 of the steering wheel;

[0082] 3) The steering column (upper shaft) is extended or shortened, and the center of the upper universal joint JO1 is along the axis of the steering column (upper shaft) ( SWC- JO1 ) is directed downward or adjusted downward;

[0083] 4) Adjust the steering wheel angle adjustment shaft forward or backward along the axis of the steering column (upper shaft) ( AAP_L-AAP_ R );

[0084] 5) The center of the lower universal joint JO2, along the axis of the pinion shaft ( GP-JO2 ) Adjusting the pinion shaft or yoke upward or downward, lengthening or shortening it;

[0085] 6) The disconnection points SBP_L and SPB_R remain unchanged, and the steering rack axis ( SBP_L-SPB_R), rotate the steering gear pinion shaft upward or downward to adjust ( GP-JO2 ) a certain angle;

[0086] 7) Increase or decrease the universal joint yoke phase angle A-FAL at both ends of the steering transmission shaft (lower shaft);

[0087] 8) Along with the front suspension assembly, the steering gear assembly is translated forward or backward along the X-axis of the vehicle coordinate system;

[0088] A12. Output a layout plan for the passenger car steering system that meets the relevant requirements, including the steering system layout characteristic parameters and evaluation parameters, steering wheel angular velocity input response characteristic curve, 3D graphics of the steering system layout design hard points, analysis and evaluation results, and optimization and adjustment plan description. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0090] Figure 1 This is a main flow chart of a method for analyzing, evaluating, and optimizing the layout matching of a passenger vehicle steering system, as proposed in an embodiment of the present invention;

[0091] Figure 2 A detailed logical relationship diagram of a passenger car steering system layout matching analysis, evaluation, and optimization adjustment method proposed in an embodiment of the present invention;

[0092] Figure 3 A schematic diagram of the main features and evaluation parameters of the steering wheel layout analysis of a passenger car steering system layout matching analysis, evaluation, and optimization adjustment method proposed in an embodiment of the present invention;

[0093] Figure 4 A schematic diagram of the main structural design hard point parameters of the integrated layout of the steering system (including the steering wheel, steering transmission mechanism, and steering gear assembly) for a passenger car steering system layout matching analysis, evaluation, and optimization adjustment method proposed in an embodiment of the present invention;

[0094] Figure 5 A schematic diagram of main evaluation parameters of a steering transmission mechanism in a method for analyzing, evaluating, and optimizing the arrangement and matching of a steering system for a passenger vehicle proposed in an embodiment of the present invention;

[0095] Figure 6 Schematic diagram of eight major directions of steering system layout adjustment for a passenger car steering system layout matching analysis, evaluation and optimization adjustment method proposed in an embodiment of the present invention;

[0096] Figure 7 The steering system of a passenger car steering system layout matching analysis, evaluation and optimization adjustment method proposed in the embodiment of the present invention has the steering wheel angular velocity input response characteristic curves in the design position, upper limit position and lower limit position under a certain layout scheme. f ( i , SA), SA=0deg~360deg schematic diagram;

[0097] Figure 8 The steering wheel angular velocity input response characteristic curves of the design position, upper limit position, and lower limit position after the steering system layout is optimized and adjusted according to the steering system layout matching analysis, evaluation, and optimization adjustment method proposed in the embodiment of the present invention. f ( i , SA), SA=0deg~360deg schematic diagram;

[0098] Figure 9 A schematic diagram of a terminal device for analyzing, evaluating, and optimizing the arrangement and matching of a steering system of a passenger vehicle, as proposed in an embodiment of the present invention;

[0099] Figure 10 A schematic diagram of a readable storage medium for a passenger vehicle steering system arrangement matching analysis, evaluation, and optimization adjustment method proposed in an embodiment of the present invention;

[0100] In the figure, 200 - terminal device, 210 - memory, 211 - RAM, 212 - cache memory, 213 - ROM, 214 - program / utility, 215 - program module, 220 - processor, 230 - bus, 240 - external device, 250 - I / O interface, 260 - network adapter, 300 - program product. DETAILED DESCRIPTION

[0101] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with examples and drawings. The exemplary embodiments of the present invention and their descriptions are only used to explain the present invention and are not intended to limit the present invention.

[0102] Example 1

[0103] This embodiment provides a specific implementation method for analyzing, evaluating, and optimizing the layout matching of a passenger vehicle steering system.

[0104] refer to Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 and Figure 7 , comprehensively consider factors such as consumer groups, vehicle types, driver seat layout, vehicle chassis platform front suspension system layout, steering gear and steering transmission structure, human-machine comfort requirements, steering wheel angle speed input response characteristics, etc., and set corresponding characteristic parameters, conduct parametric digital simulation matching analysis, evaluate and optimize the analysis results, and obtain a passenger car steering system layout plan that meets human-machine comfort and steering operation performance requirements. Specifically, it includes the following steps:

[0105] A01. Steering wheel layout reference point analysis: Based on the preliminarily determined or known driver's seat height H30 of the vehicle type and the known driver's design R point SgRP and its spatial coordinates (L31, W20, H70), determine the main reference points for the steering wheel layout, the sole reference point BOFRP and its spatial coordinates (L1, W1, H1), and the heel point AHP and its spatial coordinates (L8, W8, H8).

[0106] L31-L1= f 1 (H30)=913.7+0.672316×H30+0.0019553×H302; W1=W20-180; H1=H8+203×cos(A47); L8=L1+203×sin(A47); W8= W20-180; H8=H70-H30;

[0107] The horizontal angle of the sole A47 is a cubic function of H30 to ensure the comfort of the driver's lower limbs: A47 = f1(H30):

[0108] A47= f 2 (H30)=2.522×10-7H303-3.961×10-4H302+4.644×10-2H30+73.374;

[0109] A02. Analysis of the recommended ergonomic range for the steering wheel layout includes the following sub-steps:

[0110] A02-1. Set the main parameters for the ergonomic evaluation of the steering wheel layout:

[0111] 1) L11: The longitudinal (X-direction) distance from the steering wheel center SWC to the heel point AHP;

[0112] 2) H17: vertical (Z-direction) distance from the steering wheel center SWC to the heel point AHP;

[0113] 3) L7: Minimum clearance from the steering wheel rim surface to the torso reference line;

[0114] 4) H13: Minimum clearance from the steering wheel rim surface to the thigh reference line;

[0115] 5) WWR: The lateral (Y-direction) offset from the steering wheel center SWC to the design R point SgRP, with positive values ​​in the positive Y direction;

[0116] 6) A18: vertical inclination of the steering wheel (side view);

[0117] 7) A17: lateral inclination of the steering wheel (top view);

[0118] 8) A_UA: The angle between the upper arm and the torso when the driver is in a normal driving posture;

[0119] 9) A_E: The angle of the driver's elbow joint when sitting in a normal driving position;

[0120] 10) A_W: Wrist angle of the driver in normal driving posture;

[0121] 11) A_G: The angle between the palm reference line and the steering wheel when the driver is in a normal driving posture;

[0122] A02-2. Based on the preliminarily determined or known driver's seat height H30, calculate the recommended values ​​and ranges for the main parameters of the steering wheel layout ergonomic evaluation:

[0123] 1) The recommended value of L11 is L11T = f3(H30) = -0.786×H30+676.0mm. The recommended range of L11 is: L11T±12mm;

[0124] 2) The recommended value of H17 is H17T = f4(H30) = -0.903 × f3(H30) + 1069.0mm. The recommended range of H17 is: H17T ± 15mm;

[0125] 3) The recommended range of L7 is: L7 ≥ 330mm;

[0126] 4) The recommended range of H13 is: H13 ≥80mm;

[0127] 5) The recommended value of A18 is A18T = f5(H30) = 0.08 × H30 + 3 degrees. The recommended range of A18 is: A18T ± 5 degrees.

[0128] 6) The recommended value of A17 is A17T=0deg, and the recommended range of A17 is: A17T±2deg;

[0129] 7) The recommended range of WWR is: 0mm≤WWR≤10mm, and when A17 is small, WWR takes a smaller value;

[0130] 8) The recommended range of A_UA is: 0deg≤A_UA≤50deg;

[0131] 9) The recommended range of A_E is: 80 degrees ≤ A_E ≤ 170 degrees;

[0132] 10) The recommended range of A_W is: 170 degrees ≤ A_E ≤ 190 degrees;

[0133] 11) The recommended range of A_G is: 0deg≤A_G≤30deg;

[0134] A02-3: The recommended 3D spatial range of the steering wheel center design position is obtained by using the known driver design R point SgRP, the heel point AHP obtained in A01, and the recommended ranges of L11 and H17 obtained in A02-2.

[0135] A03. Preliminary Steering Wheel Layout: Refer to the recommended 3D spatial range for the human-machine interface obtained in A02-3 to preliminarily set the coordinates of the steering wheel center SWC (XSWC, YSWC, ZSWC). Refer to the recommended ranges for A17 and A18 obtained in A02-2 to preliminarily set the values ​​for the steering wheel's lateral inclination angle A17 and vertical inclination angle A18. This will determine the layout of the steering wheel in the vehicle coordinate system and the vector direction of the steering column (upper shaft) axis (SWC - JO1) in the vehicle coordinate system.

[0136] A04. Determine the driver's reference point (HRP) for the steering wheel: Based on the preliminary steering wheel layout obtained in A03, the steering column (upper shaft) axis, and the selected steering wheel structure, such as the steering wheel rim outer diameter W9 and the steering wheel rim minor diameter D, determine the driver's reference point (HRP) for the steering wheel.

[0137] A05, Recommended seat back angle range based on known driver's sitting height H30 [A40 TMin ,A40 TMax ], set the value of the driver's seat back angle A40;

[0138] Among them A40 TMin = f 3 (H30)=-0.033×H30+29.0;A40 TMax = f 4(H30)=-0.033×H30+38.4;

[0139] A06. Place the 95th percentile driver template, analyze the upper limb joint angles in the driver's normal driving sitting posture, and obtain the driver's torso and thigh reference lines. Based on the 95th percentile biometric data of the selected population, the known design R point SgRP, the heel point AHP and shoe sole reference point BOFRP obtained in A01, the driver's steering wheel reference point HRP obtained in A04, and the driver's seat back angle A40 obtained in A05, determine the layout of the reference centers of each joint in the driver template (ankle, knee, hip, shoulder, elbow, and wrist). Determine the placement of the 95th percentile driver template in its normal driving sitting posture, as well as the driver's torso and thigh reference lines.

[0140] A07. Steering gear layout analysis: Based on the hard points of the vehicle chassis' front suspension (the steering tie rod is one of the front suspension's moving components), determine the layout of the steering gear's left and right disconnect points (SBP_L and SPB_R) and the steering gear rack axis in the vehicle coordinate system. Then, based on the selected steering gear structure, preliminarily determine the vector direction of the steering gear pinion axis (GP - JO2) in the vehicle coordinate system.

[0141] A08. Steering transmission mechanism layout analysis includes the following sub-steps:

[0142] A08-1. Based on the steering column (upper shaft) axis (SWC - JO1) and the selected structure of the steering transmission assembly obtained in A03, determine the spatial location of the center of the upper universal joint JO1 where the steering column (upper shaft) connects to the steering transmission shaft (lower shaft). Also, determine the spatial location of the axis (AAP_L - AAP_R) of the steering wheel angle adjustment shaft on the steering column and its left and right endpoints AAP_L and AAP_R.

[0143] A08-2. Based on the spatial arrangement of the steering gear pinion axis (GP - JO2) obtained in A07, the upper universal joint center JO1 obtained in A08-1, and the selected structure of the steering transmission mechanism assembly, determine the spatial arrangement of the lower universal joint center JO2 where the steering gear pinion shaft connects to the steering transmission shaft (lower shaft) and the axis of the steering transmission shaft (lower shaft) (JO1 - JO2);

[0144] A08-3. Based on the spatial layout of the upper universal joint center JO1 obtained in A08-1 and the selected structure of the steering transmission assembly, determine the spatial layout of structural features such as the upper universal joint steering column-side cross-axis endpoint FAP_1-1, the upper universal joint drive shaft-side cross-axis endpoint FAP_1-2, the cross-axis connecting the upper universal joint to the steering column (upper shaft), and the cross-axis connecting the upper universal joint to the drive shaft (lower shaft) in the vehicle coordinate system.

[0145] A08-3. Based on the spatial layout of the lower universal joint center JO2 obtained in A08-2 and the selected structure of the steering transmission mechanism assembly, determine the spatial layout of structural features such as the cross-shaft endpoint FAP_2-1 on the lower universal joint drive shaft side, the cross-shaft endpoint FAP_2-2 on the lower universal joint pinion side, the cross-shaft axis connecting the lower universal joint to the drive shaft (lower shaft), and the cross-shaft axis connecting the lower universal joint to the pinion shaft in the vehicle coordinate system.

[0146] A08-4. Based on the steering wheel angle adjustment axis (AAP_L - AAP_R), the maximum steering wheel upward angle adjustment value AA_U, and the maximum steering wheel downward angle adjustment value AA_D obtained in A08-1, determine the spatial arrangement of the steering wheel center SWC, the upper universal joint center JO1, the lower universal joint center JO2, the steering column (upper axis) axis (SWC-JO1), the steering drive shaft (lower axis) axis (JO1-JO2), the upper universal joint steering column-side cross axis endpoint FAP_1-1, the upper universal joint drive shaft-side cross axis endpoint FAP_1-2, the two axes of the upper universal joint cross axis, the lower universal joint drive shaft-side cross axis endpoint FAP_2-1, the lower universal joint pinion-side cross axis endpoint FAP_2-2, and the two axes of the lower universal joint cross axis.

[0147] A09. Analysis and evaluation of driver-machine comfort:

[0148] Based on the spatial position of the steering wheel obtained in A03, the 95th percentile human body template placement of drivers in steps A04-A06, and the coordination analysis between the driver's hand posture and the steering wheel layout, two types of comfort evaluation parameters for the driver's normal driving posture are obtained for the steering wheel layout:

[0149] 1) Driver upper limb comfort evaluation parameters: shoulder angle AUA, elbow angle AE, wrist angle AW, and angle AG between the palm reference line and the steering wheel;

[0150] 2) Driving space comfort evaluation parameters: X-distance between SWC and AHP (L11), Z-distance between SWC and AHP (H17), clearance between steering wheel and torso reference line (L7), distance between steering wheel and thigh reference line (H13), and Y-direction offset (WWR) between SWC and SgRP;

[0151] Then, based on the recommended values ​​and ranges obtained in A02, or a horizontal benchmark analysis of the same parameters of similar models, as well as other human-machine comfort requirements in vehicle design, the results of the two types of comfort evaluation parameters are evaluated and analyzed to determine whether they meet or do not meet the requirements.

[0152] A10. Analysis and evaluation of the steering wheel angular velocity input response characteristics within the full steering wheel angle adjustment range: This includes the following sub-steps:

[0153] A10-1. Structural features of the steering transmission mechanism in the design position, upper limit position, and lower limit position obtained according to steps A03, A07, and A08: steering wheel center SWC, upper universal joint center JO1, lower universal joint center JO2, steering column (upper shaft) axis (SWC-JO1), steering drive shaft (lower shaft) axis (JO1 - JO2), upper universal joint steering column side cross axis endpoint FAP_1-1, upper universal joint drive shaft side cross axis endpoint FAP_1-2, two axes of the upper universal joint cross axis, lower universal joint drive shaft side cross axis endpoint FAP_2-1, lower universal joint pinion side cross axis endpoint FAP_2-2, two axes of the lower universal joint cross axis, steering gear pinion axis (GP -JO2), steering gear rack axis (SBP_L - SPB_R). The following layout parameters are obtained in the design position, upper limit position, and lower limit position, respectively:

[0154] 1) A-ULA, the angle between the steering column (upper shaft) axis (SWC-JO1) and the steering shaft (lower shaft) axis (JO1 - JO2);

[0155] 2) A-GLA, the angle between the steering drive shaft (lower shaft) axis (JO1 - JO2) and the steering gear pinion axis (GP - JO2);

[0156] 3) A-NCP, the non-coplanarity angle of the three axes of the steering gear mechanism, i.e., the angle between Plane 1 and Plane 2 formed by the three axes of the steering gear mechanism; Plane 1 is the plane defined by the axis of the steering column (upper shaft) (SWC - JO1) and the axis of the steering drive shaft (lower shaft) (JO1 - JO2); Plane 2 is the plane defined by the axis of the steering drive shaft (lower shaft) (JO1 - JO2) and the axis of the steering gear pinion (GP - JO2);

[0157] 4) A-FAL, the yoke phase angle of the universal joints at both ends of the steering drive shaft (lower shaft), that is, the angle between the cross axis of the upper universal joint connecting to the drive shaft (lower shaft) and the cross axis of the lower universal joint connecting to the pinion shaft;

[0158] A10-2. Analyze or calculate the steering wheel angular velocity input response characteristics:

[0159] Steering wheel angular velocity input response characteristic, that is, the ratio of the rotational angular velocity ω2 output by the steering gear pinion shaft to the rotational angular velocity ω1 input by the steering wheel (angular velocity ratio i=ω2 / ω1), this ratio is different at different positions SA of the steering wheel, forming a characteristic curve similar to the sine and cosine function characteristics f ( i , SA), SA=0deg~360deg;

[0160] There are two ways to obtain the steering wheel angular velocity input response characteristic curve f ( i , SA):

[0161] Method 1: Based on the three-dimensional layout characteristic digital model of the steering transmission mechanism structure in the design position, upper limit position, and lower limit position obtained in steps A03, A07, and A08, a kinematic simulation analysis is performed to obtain the steering wheel angular velocity input response characteristic curves in the three states. f ( i , SA), SA=0deg~360deg;

[0162] Method 2: Based on A10-1, the layout parameters of the design position, upper limit position, and lower limit position are obtained, and the steering wheel angular velocity input response characteristic curves of the three states are calculated. f ( i , SA), SA=0deg~360deg;

[0163] i = ω2 / ω1 =[cos( α )-cos( α )×sin2( β )×cos2( δ +SA)] / [cos( β )-cos( β )×sin2( α )×cos2(SA)]

[0164] in:

[0165] ω1 , the angular velocity of the steering wheel input;

[0166] ω2 , the angular velocity of the steering gear pinion shaft output;

[0167] α , the spatial angle between the steering column (upper shaft) axis (SWC-JO1) and the steering drive shaft (lower shaft) axis (JO1-JO2), α =A-ULA;

[0168] β, the spatial angle between the steering transmission shaft (lower shaft) axis (JO1 - JO2) and the steering gear pinion axis (GP - JO2), β =A-GLA;

[0169] δ , the difference between the phase angle A-FAL of the universal joints at both ends of the steering transmission shaft (lower shaft) and the non-coplanar angle A-NCP of the three axes of the steering transmission mechanism, δ =A-FAL- A-NCP;

[0170] SA, steering wheel rotation angle, SA = 0deg~360deg;

[0171] A10-3. Steering wheel angular velocity input response characteristic curve obtained in A10-2 f ( i , SA), SA = 0deg ~ 360deg, the maximum offset rate MDAR of the steering transmission mechanism is obtained,

[0172] MDAR= f ( i max )=( i max - 1) / 1×100%=( i max - 1) × 100%;

[0173] in, i max Input the response characteristic curve for the steering wheel angular velocity f ( i , SA) peak point ratio i;

[0174] A10-4. Evaluation of Steering Wheel Angular Velocity Input Response Characteristics:

[0175] To minimize the non-uniform velocity of the steering transmission mechanism and ensure excellent steering wheel angular velocity input response characteristics, the maximum non-uniform velocity deviation rate (MDAR) of the steering transmission mechanism at the design position, upper limit position, and lower limit position obtained in A10-3 generally meets the following requirements: MDAR ≤ 3%. When the structure and layout of the passenger car are subject to special restrictions, the maximum non-uniform velocity deviation rate (MDAR) may be increased to 5%.

[0176] A11. Systematic and comprehensive optimization and adjustment of the steering system layout: Based on the analysis and evaluation results obtained in A09 and A10, any non-conformities in the relevant evaluation parameters, and other constraints or boundary conditions of the passenger vehicle design, select one or more of the following optimization methods in combination and make quantitative adjustments to a certain value to obtain a steering wheel system layout that meets the ergonomic comfort requirements of the driver's normal sitting posture, the steering wheel control performance requirements, or other requirements. A corresponding steering system layout adjustment plan is also obtained to provide a basis for the vehicle's engineering structure design.

[0177] Optional optimization methods:

[0178] 1) Adjust the steering wheel center SWC along the X-axis, Y-axis, and Z-axis of the vehicle coordinate system by a certain amount;

[0179] 2) Increase or decrease the vertical inclination angle (side view) A18 of the steering wheel and the lateral inclination angle (top view) A17 of the steering wheel;

[0180] 3) When the steering column (upper shaft) is extended or shortened, the center of the upper universal joint JO1 is adjusted upward or downward along the direction of the steering column (upper shaft) axis (SWC-JO1);

[0181] 4) Adjust the steering wheel angle adjustment shaft (AAP_L - AAP_R) forward or backward along the axis of the steering column (upper shaft);

[0182] 5) Adjust the center of the lower universal joint JO2 upward or downward along the axis of the pinion shaft (GP - JO2) to lengthen or shorten the pinion shaft or yoke;

[0183] 6) Keep the disconnection points SBP_L and SPB_R unchanged, and adjust the steering gear pinion shaft (GP - JO2) by a certain angle by rotating it upward or downward around the steering gear rack axis (SBP_L - SPB_R);

[0184] 7) Increase or decrease the universal joint yoke phase angle A-FAL at both ends of the steering transmission shaft (lower shaft);

[0185] 8) Along with the front suspension assembly, the steering gear assembly is translated forward or backward along the X-axis of the vehicle coordinate system;

[0186] A12. Output a layout plan for the passenger car steering system that meets the relevant requirements, including the steering system layout characteristic parameters and evaluation parameters, steering wheel angular velocity input response characteristic curve, 3D graphics of the steering system layout design hard points, analysis and evaluation results, and optimization and adjustment plan description.

[0187] Example 2

[0188] This embodiment proposes a specific implementation method for optimizing and adjusting a passenger car steering system layout matching analysis, evaluation, and optimization adjustment method when an initial steering system layout does not meet the steering operational performance requirement (MDAR>3%).

[0189] refer to Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 、 Figure 6 The layout analysis of the steering system of a certain vehicle model was conducted, and the evaluation parameters described in A02 were all within the range recommended by the human-machine interface. Figure 7 The following are the steering wheel angular velocity input response characteristic curves for the initial design position, upper limit position, and lower limit position of the steering wheel in this example. f ( i , SA), SA=0deg~360deg.

[0190] When the steering wheel is in the designed position, i max =1.0383; MDAR=3.83%; when the steering wheel is at the upper limit position, i max =1.0441; MDAR=4.41%; when the steering wheel is at the lower limit position, i max =1.0333; MDAR=3.33%; The maximum MDAR of the three position states is greater than 3%;

[0191] Following the optimization direction described in A11, the following adjustment methods were comprehensively determined to adjust the layout position with minimal structural changes, thereby obtaining an optimized layout solution that meets the steering operation performance requirements:

[0192] 1) The steering wheel center SWC is offset by 3.80 mm in the negative direction of the vehicle coordinate system's Y axis and by 9.0 mm in the negative direction of the vehicle coordinate system's Z axis;

[0193] 2) Steering wheel angle A18 was adjusted from 21.16 degrees to 21 degrees; steering wheel angle A17 was adjusted from -0.19 degrees to 0 degrees;

[0194] 3) The steering gear pinion shaft (GP - JO2) rotates downward 3.2 degrees around the steering gear rack axis (SBP_L - SPB_R);

[0195] 4) The phase angle A-FAL of the universal joint yoke at both ends of the steering drive shaft (lower shaft) is adjusted from 17.00 degrees to 30 degrees.

[0196] The comparison of the main parameters of the steering wheel system layout before and after optimization is shown in the following table:

[0197]

[0198] like Figure 8 The following are the steering wheel angular velocity input response characteristic curves for the three states of the steering wheel design position, upper limit position, and lower limit position after the optimized layout of this example. f ( i , SA), SA=0deg~360deg.

[0199] Example 3

[0200] like Figure 9 This embodiment proposes a computer-readable storage medium for a method for analyzing, evaluating, and optimizing the arrangement and matching of a passenger vehicle steering system. Instructions are stored on the computer-readable storage medium. When the instructions are executed by a processor, the method for analyzing, evaluating, and optimizing the arrangement and matching of a passenger vehicle steering system is implemented. The specific implementation method is consistent with the implementation method and the technical effects achieved in the above-mentioned application embodiment, and some contents are not repeated here.

[0201] Figure 10 The program product 300 provided in this embodiment for implementing the above-mentioned application is shown. It can adopt a portable compact disc read-only memory (CD-ROM) and include program code, and can be run on a terminal device, such as a personal computer. However, the program product 300 of the present invention is not limited to this. In this embodiment, the readable storage medium can be any tangible medium that contains or stores a program, and the program can be used by or in conjunction with an instruction execution system, device or device. The program product 300 can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0202] A computer-readable storage medium may include a data signal transmitted in baseband or as part of a carrier wave, carrying readable program code. This transmitted data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The readable storage medium may also be any readable medium other than a readable storage medium, which can transmit, transmit, or transfer a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination thereof. The program code for performing the operations of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a standalone software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. Where a remote computing device is involved, the remote computing device may be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., through the Internet using an Internet service provider).

[0203] The basic principles, main features, and advantages of the present invention are shown and described above. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and modifications are intended to fall within the scope of the present invention. The scope of protection claimed in the present invention is defined by the appended claims and their equivalents.

Claims

1. A method for analyzing, evaluating, and optimizing the layout matching of a passenger car steering system, characterized in that: Comprehensively consider the consumer group, vehicle type, driver's seat layout, vehicle chassis platform front suspension system layout, steering gear and steering transmission structure, human-machine comfort requirements, and steering wheel angle and speed input response characteristics. Set corresponding characteristic parameters, conduct parametric digital simulation matching analysis, evaluate and optimize the analysis results, and obtain a passenger car steering system layout that meets human-machine comfort and steering operation performance requirements. The structural integration layout analysis of the steering system includes the structural integration layout of the steering wheel layout, steering gear layout, steering wheel transmission mechanism layout, etc. The driver's human-machine comfort analysis based on the integrated layout of the steering system structure includes the driver's upper limb comfort and driving space comfort. The steering operation performance is analyzed and evaluated using the steering wheel angular velocity input response characteristics within the full range of steering wheel angle adjustment as the characteristic parameter. The following evaluation parameters are set to conduct human-machine comfort analysis and evaluation, including driver upper limb comfort and driving space comfort. The recommended ranges of each parameter are given as one of the reference bases for the evaluation: 1) L11: The longitudinal distance from the steering wheel center SWC to the heel point AHP; Recommended value of L11L11 T = f 3 (H30) = -0.786 × H30 + 676.0 mm, the recommended range of L11 is: L11 T ±12mm; 2) H17: vertical distance from the steering wheel center SWC to the heel point AHP; Recommended value of H17 T = f 4 (H30) = -0.903× f 3 (H30)+1069.0mm, the recommended range of H17 is: H17 T ±15mm; 3) L7: Minimum clearance from the steering wheel rim surface to the torso reference line; recommended range of L7: L7 ≥ 330mm; 4) H13: Minimum clearance from the steering wheel rim surface to the thigh reference line; recommended range of H13: H13 ≥ 80mm; 5) WWR: The lateral offset from the steering wheel center SWC to the design R point SgRP. Positive values ​​are in the positive Y direction. The recommended range of WWR is: 0mm≤WWR≤10mm. When A17 is small, WWR takes the smaller value. 6) A18: Vertical inclination angle of the steering wheel; Recommended value of A18 T = f 5 (H30)=0.08×H30+3deg, the recommended range of A18 is: A18 T ±5deg; 7) A17: lateral inclination angle of the steering wheel; recommended value of A17 T =0deg, the recommended range of A17 is: A17 T ±2deg; 8) A_UA: The angle between the upper arm and the torso when the driver is in a normal driving position. The recommended range of A_UA is: 0 degrees ≤ A_UA ≤ 50 degrees. 9) A_E: The angle of the driver's elbow joint when sitting in a normal driving position. The recommended range of A_E is: 80 degrees ≤ A_E ≤ 170 degrees. 10) A_W: The driver's wrist angle when sitting in a normal driving position. The recommended range of A_W is: 170 degrees ≤ A_E ≤ 190 degrees. 11) A_G: The angle between the palm reference line and the steering wheel when the driver is in a normal driving posture. The recommended range of A_G is: 0deg≤A_G≤30deg; Steering performance is analyzed and evaluated using the steering wheel angular velocity input response characteristics within the full range of steering wheel angle adjustment as characteristic parameters; Steering wheel angular velocity input response characteristics, that is, the angular velocity of the steering gear pinion shaft output ω2 Angular velocity of the steering wheel input ω1 The ratio of the ratio is different at different positions SA of the steering wheel, forming a characteristic curve similar to the sine and cosine function characteristics. f ( i , SA), SA=0deg~360deg; Steering transmission mechanism non-uniform speed maximum deviation rate MDAR= f ( i max )=( i max - 1) / 1×100%=( i max - 1) × 100%; i max Input the response characteristic curve for the steering wheel angular velocity f ( i , the peak point ratio of SA) i ; The maximum MDAR of the steering transmission mechanism in the design position, upper limit position, and lower limit position generally meets the following requirements: MDAR ≤ 3%. When the structure and layout of the passenger car are subject to special restrictions, the maximum MDAR of the steering transmission mechanism in the design position, upper limit position, and lower limit position is allowed to be increased to 5%. Steering wheel angular velocity input response characteristics f ( i , SA), SA = 0deg ~ 360deg, through the three-dimensional layout characteristic digital model of the steering transmission mechanism structure in the design position, upper limit position, and lower limit position, kinematic simulation analysis is carried out to obtain the steering wheel angular velocity input response characteristic curves in the three states; The steering wheel angular velocity input response characteristic curves in three states are also calculated by using the layout parameters in the design position, upper limit position, and lower limit position. i = ω2 / ω1=[ cos( α )-basket( α )×sine 2 ( β )×cos 2 ( δ +SA)] / [ cos( β )-basket( β )×sine 2 ( α )×cos 2 (SADDLE)] in: ω1 , the angular velocity of the steering wheel input; ω2 , the angular velocity of the steering gear pinion shaft output; α , the spatial angle between the steering column upper shaft axis (SWC - JO1) and the steering transmission shaft lower shaft axis (JO1 - JO2), α =A-ULA; β , steering transmission shaft lower shaft axis ( JO1 - JO2 ) and the steering gear pinion axis ( GP-JO2 ) of the space angle, β =A-GLA; δ , the difference between the phase angle A-FAL of the universal joints at both ends of the steering transmission shaft and the non-coplanar angle A-NCP of the three axes of the steering transmission mechanism, δ = A-FAL- A-NCP; SA, the steering wheel rotation angle, SA=0deg~360deg.

2. The passenger car steering system layout matching analysis, evaluation and optimization adjustment method according to claim 1 is characterized in that: For possible non-conformities in the set evaluation parameters, combined with other constraints or boundary conditions of the passenger vehicle design, one or more of the following adjustment optimization methods are selected in combination to make quantitative adjustments of certain values. This will lead to a steering wheel system layout that meets the ergonomic operational comfort requirements of the driver's normal sitting posture, the steering wheel control performance requirements, or other requirements, and a corresponding steering system layout adjustment plan, providing a basis for the vehicle's engineering structure design; 1) Adjust the steering wheel center SWC along the X-axis, Y-axis, and Z-axis of the vehicle coordinate system by a certain amount; 2) Increase or decrease the vertical tilt angle of the steering wheel (side view A18) and the lateral tilt angle of the steering wheel (top view A17); 3) The upper shaft of the steering column is extended or shortened, and the center of the upper universal joint JO1 is along the axis of the upper shaft of the steering column ( SWC-JO1 ) is directed downward or adjusted downward; 4) Adjust the steering wheel angle adjustment shaft forward or backward along the axis of the steering column upper shaft ( AAP_L - AAP_R ); 5) The center of the lower universal joint JO2, along the axis of the pinion shaft ( GP-JO2 ) Adjusting the pinion shaft or yoke upward or downward, lengthening or shortening it; 6) The disconnection points SBP_L and SPB_R remain unchanged, and the steering rack axis ( SBP_L - SPB_R ), rotate the steering gear pinion shaft upward or downward to adjust ( GP-JO2 ) a certain angle; 7) Increase or decrease the universal joint yoke phase angle A-FAL at both ends of the steering transmission shaft lower shaft; 8) Along with the front suspension assembly, the steering gear assembly is translated forward or backward as a whole along the X-axis direction of the vehicle coordinate system.

3. The passenger car steering system layout matching analysis, evaluation and optimization adjustment method according to claim 1, characterized in that: Output the layout plan of the passenger car steering system that meets the relevant requirements, including the steering system layout characteristic parameters and evaluation parameters, steering wheel angular velocity input response characteristic curve, steering system layout design hard point 3D graphics, analysis and evaluation results and optimization adjustment plan description.

4. The passenger car steering system layout matching analysis, evaluation and optimization adjustment method according to claim 1, characterized in that: Implement the following steps: A01. Steering Wheel Layout Reference Point Analysis: Based on the preliminarily determined or known driver's seat height H30 of the vehicle type and the known driver's design R point SgRP and its spatial coordinates, determine the main reference points for the steering wheel layout, the sole reference point BOFRP and its spatial coordinates, and the heel point AHP and its spatial coordinates. A02. Analyze the recommended ergonomic range for the steering wheel layout. Based on the preliminarily determined or known driver's seat height H30, calculate the recommended values ​​and ranges for the main parameters of the steering wheel layout ergonomic evaluation. Determine the recommended ergonomic 3D spatial range for the design position of the steering wheel center. A03, Preliminary layout of the steering wheel: Refer to the recommended 3D space range of the human-machine interface obtained in A02 to preliminarily set the coordinate value of the steering wheel center SWC; refer to the recommended range of A17 and A18 obtained in A02 to preliminarily set the values ​​of the steering wheel's lateral inclination angle A17 and the steering wheel's vertical inclination angle A18; obtain the layout of the steering wheel in the vehicle coordinate system and the steering column (upper shaft) axis ( SWC-JO1 ) in the vehicle coordinate system; A04. Determine the driver's reference point (HRP) for the steering wheel: Based on the preliminary steering wheel layout obtained in A03, the steering column (upper shaft) axis, and the selected steering wheel structure, such as the steering wheel rim outer diameter W9 and the steering wheel rim minor diameter D, determine the driver's reference point (HRP) for the steering wheel. A05, Recommended seat back angle range based on known driver's sitting height H30 [A40 TMin ,A40 TMax ], set the value of the driver's seat back angle A40; Among them A40 TMin = f 3 (H30)=-0.033×H30+29.0;A40 TMax = f 4 (H30)=-0.033×H30+38.4; A06. Place a 95th percentile driver body template, analyze the upper limb joint angles in the driver's normal driving posture, and obtain the driver's torso and thigh reference lines. A07, Steering gear layout analysis, according to the layout hard points of the vehicle chassis front suspension, determine the layout positions of the left and right disconnect points SBP_L and SPB_R of the steering gear and the steering gear rack axis in the vehicle coordinate system; then, based on the selected structure of the steering gear, preliminarily determine the steering gear pinion axis ( GP-JO2 ) in the vehicle coordinate system; A08. Steering transmission mechanism layout analysis includes the following sub-steps: A08-1, according to the steering column upper shaft axis obtained in A03 ( SWC-JO1 ) and the selected structure of the steering transmission mechanism assembly, the spatial arrangement position of the upper universal joint center JO1 where the upper shaft of the steering column connects to the lower shaft of the steering transmission shaft is obtained; at the same time, the axis of the steering wheel angle adjustment shaft on the steering column is obtained ( AAP_L - AAP_R ) and the spatial arrangement of its left and right endpoints AAP_L and AAP_R; A08-2, according to the steering gear pinion axis obtained in A07 ( GP-JO2 ), the spatial arrangement position of the upper universal joint center JO1 obtained in 08-1, and the selected structure of the steering transmission mechanism assembly, obtain the lower universal joint center JO2 of the steering gear pinion shaft connecting the steering transmission shaft lower shaft and the steering transmission shaft lower shaft axis ( JO1 - JO2 )’s spatial arrangement; A08-3. Based on the spatial layout of the upper universal joint center JO1 obtained in A08-1 and the selected structure of the steering transmission mechanism assembly, determine the spatial layout of structural features such as the upper universal joint steering column-side cross-axis endpoint FAP_1-1, the upper universal joint drive shaft-side cross-axis endpoint FAP_1-2, the cross-axis connecting the upper universal joint to the steering column upper shaft, and the cross-axis connecting the upper universal joint to the drive shaft lower shaft in the vehicle coordinate system. A08-3. Based on the spatial layout of the lower universal joint center JO2 obtained in A08-2 and the selected structure of the steering transmission mechanism assembly, determine the spatial layout of structural features such as the cross-shaft endpoint FAP_2-1 on the lower universal joint drive shaft side, the cross-shaft endpoint FAP_2-2 on the lower universal joint pinion gear side, the cross-shaft axis connecting the lower universal joint to the drive shaft, and the cross-shaft axis connecting the lower universal joint to the pinion gear shaft in the vehicle coordinate system. A08-4. Obtain the axis of the steering wheel angle adjustment shaft according to A08-1 ( AAP_L - AAP_R ), the maximum upward angle adjustment value of the steering wheel AA_U, the maximum downward angle adjustment value of the steering wheel AA_D, and the steering wheel center SWC, the upper universal joint center JO1, the lower universal joint center JO2, and the steering column upper shaft axis ( SWC-JO1 ), steering transmission shaft lower axis ( JO1 - JO2 ), the spatial arrangement positions of structural features such as the cross shaft endpoint FAP_1-1 on the steering column side of the upper universal joint, the cross shaft endpoint FAP_1-2 on the drive shaft side of the upper universal joint, the two axes of the upper universal joint cross shaft, the cross shaft endpoint FAP_2-1 on the drive shaft side of the lower universal joint, the cross shaft endpoint FAP_2-2 on the pinion side of the lower universal joint, and the two axes of the lower universal joint cross shaft; A09. Analysis and evaluation of driver-machine comfort: Based on the spatial position of the steering wheel obtained in A03, the 95th percentile human body template placement of drivers in steps A04-A06, and the coordination analysis between the driver's hand posture and the steering wheel layout, two types of comfort evaluation parameters for the driver's normal driving posture are obtained for the steering wheel layout: 1) Driver upper limb comfort evaluation parameters: shoulder angle AUA, elbow angle AE, wrist angle AW, and angle AG between the palm reference line and the steering wheel; 2) Driving space comfort evaluation parameters: X-distance between SWC and AHP (L11), Z-distance between SWC and AHP (H17), clearance between steering wheel and torso reference line (L7), distance between steering wheel and thigh reference line (H13), and Y-direction offset (WWR) between SWC and SgRP; Then, based on the recommended values ​​and ranges obtained in A02, or a horizontal benchmark analysis of the same parameters of similar models, as well as other human-machine comfort requirements in vehicle design, the results of the two types of comfort evaluation parameters are evaluated and analyzed to determine whether they meet or do not meet the requirements. A10. Analysis and evaluation of the steering wheel angular velocity input response characteristics within the full steering wheel angle adjustment range: This includes the following sub-steps: A10-1. Structural features of the steering transmission mechanism in the design position, upper limit position, and lower limit position obtained according to steps A03, A07, and A08: steering wheel center SWC, upper universal joint center JO1, lower universal joint center JO2, steering column upper shaft axis ( SWC-JO1 ), steering transmission shaft lower axis ( JO1 - JO2 ), upper universal joint steering column side cross shaft endpoint FAP_1-1, upper universal joint drive shaft side cross shaft endpoint FAP_1-2, upper universal joint cross shaft two axes, lower universal joint drive shaft side cross shaft endpoint FAP_2-1, lower universal joint pinion side cross shaft endpoint FAP_2-2, lower universal joint cross two axis, steering gear pinion axis ( GP-JO2 ), steering rack axis ( SBP_L - SPB_R ), and the following layout parameters are obtained for the design position, upper limit position, and lower limit position: 1) A-ULA, steering column upper shaft axis ( SWC-JO1 ) and the axis of the lower shaft of the steering transmission shaft ( JO1 - JO2 )’s spatial angle; 2) A-GLA, steering shaft lower axis ( JO1 - JO2 ) and the steering gear pinion axis ( GP-JO2 )’s spatial angle; 3) A-NCP, the non-coplanar angle of the three axes of the steering transmission mechanism, that is, the angle between plane 1 and plane 2 formed by the three axes of the steering transmission mechanism; where plane 1 is the axis of the steering column shaft ( SWC-JO1 ) and the axis of the lower shaft of the steering transmission shaft ( JO1 - JO2 ) is the plane determined by the plane 2, and the plane 2 is the axis of the lower shaft of the steering transmission shaft ( JO1 - JO2 ) and the steering gear pinion axis ( GP-JO2 ) determined plane; 4) A-FAL, the yoke phase angle of the universal joints at both ends of the steering transmission shaft, that is, the angle between the cross axis of the upper universal joint connecting the lower transmission shaft and the cross axis of the lower universal joint connecting the pinion shaft; A10-2. Analyze or calculate the steering wheel angular velocity input response characteristics: Steering wheel angular velocity input response characteristics, that is, the angular velocity of the steering gear pinion shaft output ω2 Angular velocity of the steering wheel input ω1 The ratio of the ratio is different at different positions SA of the steering wheel, forming a characteristic curve similar to the sine and cosine function characteristics. f ( i , SA), SA=0deg~360deg; A10-3. Steering wheel angular velocity input response characteristic curve obtained in A10-2 f ( i , SA), SA = 0deg ~ 360deg, the maximum offset rate MDAR of the steering transmission mechanism is obtained, A10-4. Evaluation of steering wheel angular velocity input response characteristics; A11. Systematic and comprehensive optimization and adjustment of the steering system layout: Based on the analysis and evaluation results obtained in A09 and A10, any non-conformities in the relevant evaluation parameters, and in combination with other constraints or boundary conditions of the passenger vehicle design, one or more optimization methods are selected in combination to make quantitative adjustments to a certain value. This approach aims to obtain a steering wheel system layout that meets the ergonomic comfort requirements of the driver's normal seating position, the steering wheel's controllability requirements, or other requirements. A corresponding steering system layout adjustment plan is also developed to provide a basis for the vehicle's engineering structure design. A12. Output a layout plan for the passenger car steering system that meets the relevant requirements, including the steering system layout characteristic parameters and evaluation parameters, steering wheel angular velocity input response characteristic curve, 3D graphics of the steering system layout design hard points, analysis and evaluation results, and optimization and adjustment plan description.

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