Modeling method for improving simulation accuracy of dynamics model of mcfarson front suspension system

Abstract

The application relates to a modeling method for improving the simulation precision of a dynamics model of a McPherson front suspension system; the method comprises the following steps: establishing a McPherson suspension dynamics template model, a steering system dynamics template model and a stabilizer bar dynamics template model; combining a McPherson suspension subsystem model, a steering subsystem model and a stabilizer bar subsystem model to create a suspension assembly model; the application provides a modeling method for approximately simulating the flexible deformation of a shock absorber inside a suspension system, the flexible deformation of a wheel assembly, the flexible deformation of a local mounting position of a vehicle body and the flexible deformation of a steering system in Adams / Car software; after correct vehicle parameters and elastic element performance parameters are input, the McPherson front suspension system dynamics model established by the method can simulate and output suspension K&C characteristics with high-precision results, so as to guide the conceptual development of a vehicle model, reduce the trial-and-error cost in the development stage and shorten the project development cycle.

Description

Technical Field

[0001] This invention belongs to the field of automotive digital design and relates to a modeling method for improving the simulation accuracy of the dynamic model of the MacPherson front suspension system. Background Technology

[0002] Suspension dynamics primarily studies the K&C characteristics of suspension, which are the soul of the suspension and the cornerstone determining the vehicle's handling, stability, and ride comfort. K: Kinematic, the geometric kinematics, mainly analyzes the changes in wheel alignment parameters during vertical, roll, and steering movements, primarily determined by the suspension hardpoint arrangement parameters. C: Compliance, the elastic kinematics, mainly analyzes the changes in wheel alignment parameters caused by lateral forces, self-aligning torque, and longitudinal forces, primarily related to the elastic characteristics of the suspension's elastic elements and the flexible deformation of its components. With the development of computer hardware and finite element simulation technology, dynamics software (such as Adams, Motionview, and Carsim) is increasingly used in vehicle development to simulate and predict vehicle handling, stability, and ride comfort, shortening the overall vehicle development cycle, reducing the number of real-vehicle adjustments, and narrowing the adjustment range. To achieve these goals, a high-precision multibody dynamics model of the suspension system is first required. Especially for front suspension systems employing MacPherson strut suspension and C-EPS power steering, the shock absorbers not only control the vehicle's vertical movement but also provide lateral support. The lateral flexibility deformation of the shock absorbers directly affects the suspension's C-characteristics under load. Since C-EPS provides power assistance through the steering column, the flexibility deformation of the internal components of the steering system directly influences the suspension's C-characteristics under load. Currently, most researchers and engineers obtain and process large amounts of data through experiments to achieve the final analysis results when conducting suspension dynamics analysis. This method is not only time-consuming but also introduces certain errors. Therefore, it is crucial to quickly and efficiently utilize the finite element method to accurately analyze the dynamic characteristics of MacPherson strut front suspension systems.

[0003] The patent with publication number CN116595679A provides a modeling method for equivalent simulation of the flexible deformation of a shock absorber. Although it can simulate the flexible deformation of the shock absorber to a certain extent, the modeling process is complex and the model is not easy to debug when the scheme changes. Furthermore, it does not perform flexible equivalent modeling for other components in the system.

[0004] Patent CN104462625A discloses a method for step-by-step iterative calibration to improve model accuracy by adjusting input dynamic parameters. It primarily describes the steps for adjusting model parameters but does not improve the modeling accuracy itself. Summary of the Invention

[0005] The technical problem to be solved by this invention is to overcome the aforementioned problems existing in the prior art, and to provide a modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system. The purpose of this invention is to provide a suspension dynamic modeling method that improves the simulation accuracy of the suspension system dynamic model. A second purpose of this invention is to provide an improved technical means for the modeling method described in the first point, so as to further improve the simulation accuracy of the model.

[0006] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0007] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution:

[0008] A modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system includes the following steps:

[0009] S1. Obtain the vehicle parameters and part topology connections used for dynamic modeling;

[0010] S2. Based on the topological connection relationship of the parts, create the MacPherson suspension dynamic template model, steering system dynamic template model, and stabilizer bar dynamic template model in the Adams / Car Template interface;

[0011] S3. In the MacPherson suspension dynamics template model, the rotary joint between the component hub shaft and the component bearing seat is modified and replaced with a ball joint, and a bushing connection is created between the two components in parallel.

[0012] S4. In the MacPherson strut dynamics template model, the component steering tie rod is split into the component outer tie rod and the component inner tie rod, and a sliding pair and bushing connection are created between the outer tie rod and the inner tie rod in parallel.

[0013] S5. In the MacPherson suspension dynamic template model, create a component dummy object at the mounting point on the shock absorber;

[0014] S6. In the MacPherson suspension dynamic template model, a bushing connection is established between the mounting component body and the component dummy object.

[0015] S7. In the MacPherson suspension dynamics template model, modify the bushing connection between the mounting component body and the shock absorber on the component, and replace the mounting component body with a component dumb object.

[0016] S8. In the MacPherson suspension dynamics template model, modify the force element spring connection between the lower shock absorber of the component and the body of the mounting component, and replace the body of the mounting component with a component dumb object.

[0017] S9. In the dynamic template model of the steering system, a component dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods, a bushing connection is established between the component rack and the component dummy object, and a sliding pair connection is established between the component dummy object and the component steering gear housing.

[0018] S10. In the dynamic template model of the steering system, modify the reduction gear pair between the rotary joint of the component pinion relative to the steering gear housing and the sliding joint of the steering rack relative to the steering gear housing, and change the output hinge from the sliding joint of the rack relative to the steering gear housing to the sliding joint of the component dummy object relative to the steering gear housing.

[0019] S11. Switch Adams / Car to the Standard interface and create MacPherson suspension subsystem model, steering subsystem model, and stabilizer bar system model using MacPherson suspension dynamics template model, steering system dynamics template model, and stabilizer bar dynamics template model, respectively.

[0020] S12. In the MacPherson suspension subsystem model, replace the force element Damper with the force element Strut;

[0021] S13. In the Adams / Car Standard interface, combine the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model to create a suspension assembly model.

[0022] Further, in step S3, the method for creating the bushing connection is as follows: a construction coordinate system is established at the wheel center coordinate position using the toe angle and camber angle; then, with the wheel center coordinate as the position and the construction coordinate system as the direction, a bushing is established between the component hub shaft and the component bearing housing. The three linear stiffnesses of the bushing are set to 0 N / mm, the rotational stiffness about the Z-axis of the construction coordinate system is set to 0 Nmm / deg, and the rotational stiffness about the X-axis and Y-axis of the construction coordinate system is input according to the design value or test calibration value of the bearing bending stiffness, with an initial reference value of 5.0E+06 Nmm / deg; the established bushing and the modified ball joint are connected in parallel to realize the rotation and flexible bending deformation of the wheel.

[0023] Further, in step S4, the steering tie rod is split into an inner tie rod and an outer tie rod. A sliding pair is established between the inner and outer tie rods with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the direction. A bushing is established with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the Z-direction. The three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X-axis and Y-axis is set to 0 N / mm, and the linear stiffness of the bushing along the Z-axis is input according to the design value or the test calibration value, with an initial reference value of 10000 N / mm. The sliding pair and the bushing are connected in parallel to realize the flexible deformation of the steering tie rod in the two-force direction.

[0024] Further, in step S5, a bushing is established with the mounting point on the shock absorber as the location and the line connecting the upper and lower points of the shock absorber in the Z direction. The three linear stiffnesses of the bushing are input according to the design value or test calibration value of the local stiffness of the vehicle body. The initial reference value is 1.0E+05N / mm, and the initial reference value of the three torsional stiffnesses of the bushing is 1.0E+05Nmm / deg.

[0025] Further, in step S9, a dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods; a bushing connection is established between the component rack and the component dummy object, with the midpoint of the line connecting the inner points of the left and right steering tie rods as the position and the direction of the line connecting the inner points of the left and right steering tie rods as Z; the three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X-axis and Y-axis is set to 0 N / mm, and the linear stiffness of the bushing along the Z-axis is input according to the test calibration value, with an initial reference value of 4000 N / mm or 12000 N / mm; a sliding pair is established between the component dummy object and the component steering gear housing at the midpoint of the line connecting the inner points of the steering tie rods, with the direction of the line connecting the inner points of the left and right steering tie rods as the position.

[0026] Further, in step S12, the force element Damper is replaced with a force element Strut, the modified and replaced force element Strut is connected, the attribute editing dialog box is opened, the Damping Method area is set to Nonlinear, the Damping Curve editor is used to input the force-velocity data of the damper, the Gas Preload is set to None by default, the Strut Bending area is set to Simple, the Top Strut Length / Bottom Strut Length is entered according to the part structure measurement of the piston rod length and the damper cylinder installation length, the Bending Stiffness is entered according to the design requirement value or the test calibration value, the initial reference value is 1350N / mm, and the Bending Damping uses the default value of 25N·s / mm.

[0027] Furthermore, the term "dumb object" refers to a component with a mass of 0 kg.

[0028] An apparatus comprising one or more processors;

[0029] Memory, used to store one or more programs;

[0030] When the one or more programs are executed by the one or more processors, the one or more processors perform the method as described above.

[0031] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described above.

[0032] Compared with the prior art, the beneficial effects of the present invention are:

[0033] This invention provides a modeling method for approximating the flexible deformation of shock absorbers, wheel assemblies, local body mounting points, and steering systems within a suspension system using Adams / Car software. The MacPherson strut front suspension system dynamic model established using this method, after inputting correct vehicle parameters and elastic element performance parameters, can simulate and output suspension K&C characteristics with high accuracy. This can guide vehicle concept development, reduce trial-and-error costs during the development phase, and shorten the project development cycle. Attached Figure Description

[0034] The invention will now be further described with reference to the accompanying drawings:

[0035] Figure 1 This is a schematic diagram of the main flow of an embodiment of a modeling method for improving the simulation accuracy of a dynamic model of a MacPherson front suspension system provided by the present invention;

[0036] Figure 2 A schematic diagram illustrating the construction coordinate system established using toe-in and camber angles at the wheel center coordinate position;

[0037] Figure 3 A schematic diagram showing the sliding joint between the inner and outer tie rods, with the line connecting the inner and outer points as the direction.

[0038] Figure 4 A schematic diagram showing the location of the mounting point on the shock absorber;

[0039] Figure 5 A schematic diagram of a dummy object is created at the midpoint of the line connecting the inner points of the left and right steering linkages;

[0040] Figure 6 A diagram illustrating the replacement of the Damper force element with the Strut force element;

[0041] Figure 7 A schematic diagram of creating a front suspension system assembly model by combining the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model; Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this invention. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this invention, and should not be construed as limiting the invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention. The embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0043] In the description of this invention, it should be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this invention.

[0044] The present invention will now be described in detail with reference to the accompanying drawings:

[0045] A modeling method to improve the simulation accuracy of the dynamic model of the MacPherson front suspension system.

[0046] like Figure 1 The diagram shown is a main flowchart of an embodiment of a modeling method for improving the simulation accuracy of a MacPherson strut front suspension system dynamics model provided by the present invention. In this embodiment, the method includes the following steps:

[0047] S1. Obtain the vehicle parameters and part topology connections used for dynamic modeling.

[0048] S2. Based on the topological connection relationship of the parts, create the MacPherson suspension dynamic template model, steering system dynamic template model, and stabilizer bar dynamic template model in the Adams / Car Template interface.

[0049] Creating a template model is a task that can be accomplished by those skilled in the art without additional creative effort; it only requires creating the model based on the actual topological connections (physical connection methods and relative motion relationships) between parts. A key aspect of this invention is the flexible equivalent treatment of some rigid components.

[0050] S3. In the MacPherson suspension dynamics template model, the rotary joint between the component hub shaft and the component bearing seat is modified and replaced with a ball joint, and a bushing connection is created between the two components in parallel.

[0051] S4. In the MacPherson strut dynamics template model, the component steering tie rod is split into the component outer tie rod and the component inner tie rod, and a sliding pair and bushing connection are created between the outer tie rod and the inner tie rod in parallel.

[0052] S5. In the MacPherson suspension dynamic template model, a component dummy object is created at the mounting point on the shock absorber. The component dummy object refers to a component with a mass of 0 kg.

[0053] S6. In the MacPherson suspension dynamics template model, a bushing connection is established between the mounting component body and the component dummy object.

[0054] S7. In the MacPherson suspension dynamics template model, modify the bushing connection between the mounting component body and the shock absorber on the component, and replace the mounting component body with a component dummy object.

[0055] S8. In the MacPherson suspension dynamics template model, modify the force element spring connection between the lower shock absorber of the component and the body of the mounting component, and replace the body of the mounting component with a component dumb object.

[0056] S9. In the dynamic template model of the steering system, a component dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods, a bushing connection is established between the component rack and the component dummy object, and a sliding pair connection is established between the component dummy object and the component steering gear housing.

[0057] S10. In the dynamic template model of the steering system, modify the reduction gear pair between the rotary joint of the component pinion relative to the steering gear housing and the sliding joint of the steering rack relative to the steering gear housing, and change the output hinge from the sliding joint of the rack relative to the steering gear housing to the sliding joint of the component dummy object relative to the steering gear housing.

[0058] S11. Switch Adams / Car to the Standard interface and create MacPherson suspension subsystem model, steering subsystem model, and stabilizer bar system model using MacPherson suspension dynamics template model, steering system dynamics template model, and stabilizer bar dynamics template model, respectively.

[0059] S12. In the MacPherson suspension subsystem model, replace the force element Damper with the force element Strut.

[0060] S13. In the Adams / Car Standard interface, combine the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model to create a suspension assembly model.

[0061] The key steps of this modeling method are explained in detail below (steps 3-10 are detailed below). Figures 2-5 As shown, steps 12 and 13 are... Figures 6-7 As shown):

[0062] like Figure 2 As shown, in step S3, a construction coordinate system is established at the wheel center coordinate position using the toe angle and camber angle. Then, using the wheel center coordinate as the position and the construction coordinate system as the direction, a bushing is established between the component hub shaft and the component bearing housing. The three linear stiffnesses of the bushing are set to 0 N / mm, and the rotational stiffness about the Z-axis of the construction coordinate system is set to 0 N / mm / deg. The rotational stiffnesses about the X and Y axes of the construction coordinate system are input according to the design value or experimental calibration value of the bearing bending stiffness, with an initial reference value of 5.0E+06 N / mm / deg. The bushing established by the above method and the ball joint obtained in step 3 are connected in parallel to achieve the rotation and flexible bending deformation of the wheel.

[0063] like Figure 3 As shown, in step S4, the steering tie rod is split into an inner tie rod and an outer tie rod. A sliding joint is established between the inner and outer tie rods, with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the direction. Similarly, a bushing is established with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the Z-axis. The three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X and Y axes is set to 0 N / mm, and the linear stiffness of the bushing along the Z-axis is input according to the design value or experimental calibration value, with an initial reference value of 10000 N / mm. The sliding joint and bushing established by the above method are connected in parallel to achieve flexible deformation in the two-force direction of the steering tie rod. Simultaneously, displacement drive can be easily applied to the sliding joint to analyze the change in the wheel toe angle when adjusting the steering tie rod.

[0064] like Figure 4As shown, in step S5, a dummy object is created at the mounting point on the shock absorber. In step S6, a bushing is created with the mounting point on the shock absorber as the location and the line connecting the upper and lower points of the shock absorber in the Z-direction. The three linear stiffnesses of the bushing are input according to the design value or test calibration value of the local stiffness of the vehicle body, with an initial reference value of 1.0E+05N / mm. The initial reference value of the three torsional stiffnesses of the bushing is 1.0E+05Nmm / deg. In step S7, the bushing connection between the mounting component vehicle body and the upper shock absorber of the component is modified, and the mounting component vehicle body is replaced with the component dummy object. In step S8, the force element spring connection between the lower shock absorber of the component and the mounting component vehicle body is modified, and the mounting component vehicle body is replaced with the component dummy object. The newly created dummy object, bushing, and modified spring and bushing connection objects together realize the flexible deformation of the local position of the vehicle body and the overall load output of the vehicle body force.

[0065] like Figure 5 As shown, in step S9, a dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods. A bushing connection is established between the rack component and the dummy object, with the midpoint of the line connecting the inner points of the left and right steering tie rods as the location and the direction of the line connecting the inner points of the left and right steering tie rods being Z-axis. The three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X and Y axes is set to 0 N / mm, and the linear stiffness of the bushing along the Z-axis is input according to the test calibration value. The initial reference value is 4000 N / mm (C-EPS steering mechanism) or 12000 N / mm (DP-EPS or R-EPS steering mechanism). Similarly, a sliding pair is established between the dummy object and the steering gear housing at the midpoint of the line connecting the left and right inner points of the steering tie rods, with the direction of the line connecting the left and right inner points. In step S10, the output hinge of the reduction gear pair is modified from a sliding pair between the rack and the steering gear housing to a sliding pair between the dummy object and the steering gear housing. The above methods, along with the newly established dummy object, bushing, and moving pair, and the modified reduction gear pair, together achieve flexible deformation within the steering system.

[0066] like Figure 6As shown, in step S12, the damper force element is replaced with a strut force element. The modified strut force element is then connected. The property editing dialog box is opened. In the Damping Method area, Nonlinear is selected. In the DampingCurve curve editor, the force-velocity data of the damper is entered. Gas Preload is selected as None by default. In the Strut Bending area, Simple is selected. The Top Strut Length / Bottom Strut Length are measured according to the part structure, and the piston rod length and damper cylinder installation length are entered. Bending Stiffness is entered according to the design requirements or test calibration values. The initial reference value is 1350 N / mm, and the default value of Bending Damping is 25 N·s / mm. The strut force element established above can be used to approximately simulate the bending stiffness of the damper to achieve flexible deformation of the damper under lateral force.

[0067] like Figure 7 As shown, in step S13, in the Adams / Car Standard interface, the MacPherson suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model are combined to create a front suspension system assembly model.

[0068] The aforementioned modeling method for the dynamics of the front suspension system, while ensuring the correct topological connection between suspension components, introduces the flexibility of wheel-side assemblies, steering tie rods, body, shock absorbers, and steering systems, which have a significant impact on the K&C characteristics of the suspension. Without significantly increasing the complexity of the modeling, it greatly improves the simulation accuracy of the dynamics model, represented by the MacPherson front suspension system.

[0069] Based on the above-described modeling method for improving the simulation accuracy of the dynamic model of the MacPherson front suspension system, this invention provides another device. The device includes, but is not limited to, one or more processors and a memory.

[0070] Memory, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions corresponding to the modeling method for improving the simulation accuracy of the MacPherson front suspension system dynamics model in this embodiment of the invention. The processor executes various vehicle functions and data processing by running the software programs, instructions, and modules stored in the memory, thereby realizing the aforementioned modeling method for improving the simulation accuracy of the MacPherson front suspension system dynamics model.

[0071] The memory may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the terminal. Furthermore, the memory may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device.

[0072] The present invention also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a modeling method for improving the simulation accuracy of a MacPherson strut front suspension system dynamics model. This modeling method for improving the simulation accuracy of a MacPherson strut front suspension system dynamics model includes the following steps:

[0073] S1. Obtain the vehicle parameters and part topology connections used for dynamic modeling.

[0074] S2. Based on the topological connection relationship of the parts, create the MacPherson suspension dynamic template model, steering system dynamic template model, and stabilizer bar dynamic template model in the Adams / Car Template interface.

[0075] S3. In the MacPherson suspension dynamics template model, the rotary joint between the component hub shaft and the component bearing seat is modified and replaced with a ball joint, and a bushing connection is created between the two components in parallel.

[0076] S4. In the MacPherson strut dynamics template model, the component steering tie rod is split into the component outer tie rod and the component inner tie rod, and a sliding pair and bushing connection are created between the outer tie rod and the inner tie rod in parallel.

[0077] S5. In the MacPherson suspension dynamic template model, a component dummy object is created at the mounting point on the shock absorber. The component dummy object refers to a component with a mass of 0 kg.

[0078] S6. In the MacPherson suspension dynamics template model, a bushing connection is established between the mounting component body and the component dummy object.

[0079] S7. In the MacPherson suspension dynamics template model, modify the bushing connection between the mounting component body and the shock absorber on the component, and replace the mounting component body with a component dummy object.

[0080] S8. In the MacPherson suspension dynamics template model, modify the force element spring connection between the lower shock absorber of the component and the body of the mounting component, and replace the body of the mounting component with a component dumb object.

[0081] S9. In the dynamic template model of the steering system, a component dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods, a bushing connection is established between the component rack and the component dummy object, and a sliding pair connection is established between the component dummy object and the component steering gear housing.

[0082] S10. In the dynamic template model of the steering system, modify the reduction gear pair between the rotary joint of the component pinion relative to the steering gear housing and the sliding joint of the steering rack relative to the steering gear housing, and change the output hinge from the sliding joint of the rack relative to the steering gear housing to the sliding joint of the component dummy object relative to the steering gear housing.

[0083] S11. Switch Adams / Car to the Standard interface and create the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar system model using the template models described above.

[0084] The "templates mentioned above" specifically refer to the "MacPherson strut dynamics template model, steering system dynamics template model, and stabilizer bar dynamics template model" in S2. These models have been further refined in S3 to S10 and are used to establish the subsystem model in step S11.

[0085] Adams / Car modeling software employs a parametric modeling approach. The first step involves creating a template model using spatial point coordinates, part topology connections, and part performance parameter files. This template model acts like a standard sample, usable by different vehicle models with similar structures, eliminating the need for repetitive modeling. The second step involves using the template model to build subsystem models. Within these subsystem models, hard point coordinates and performance parameters can be differentiated for tuning to suit different vehicle development goals. The third step involves assembling the subsystem models into a complete front suspension assembly model. Only the assembly model can be used for suspension K&C simulation.

[0086] S12. In the MacPherson suspension subsystem model, replace the force element Damper with the force element Strut.

[0087] S13. In the Adams / Car Standard interface, combine the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model to create a suspension assembly model.

[0088] Only by combining the various subsystems into an assembly model can the model be used for simulation. In other words, simulations using this assembly model can obtain high-precision results.

[0089] The computer-readable storage medium provided by the present invention has computer-executable instructions that are not limited to the method operations described above, but can also execute related operations in the modeling method for improving the simulation accuracy of the dynamic model of the MacPherson front suspension system provided in any embodiment of the present invention.

[0090] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0091] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line DSL) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk, SSD), etc.

[0092] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be included within the scope of protection of the present invention. Furthermore, all content not described in detail in this specification is prior art known to those skilled in the art.

Claims

1. A modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system, characterized in that, Includes the following steps: S1. Obtain the vehicle parameters and part topology connections used for dynamic modeling; S2. Based on the topological connection relationship of the parts, create the MacPherson suspension dynamic template model, steering system dynamic template model, and stabilizer bar dynamic template model in the Adams / Car Template interface; S3. In the MacPherson suspension dynamics template model, the rotary joint between the component hub shaft and the component bearing seat is modified and replaced with a ball joint, and a bushing connection is created between the two components in parallel. S4. In the MacPherson strut dynamics template model, the component steering tie rod is split into the component outer tie rod and the component inner tie rod, and a sliding pair and bushing connection are created between the outer tie rod and the inner tie rod in parallel. S5. In the MacPherson suspension dynamic template model, create a component dummy object at the mounting point on the shock absorber; S6. In the MacPherson suspension dynamic template model, a bushing connection is established between the mounting component body and the component dummy object. S7. In the MacPherson suspension dynamics template model, modify the bushing connection between the mounting component body and the shock absorber on the component, and replace the mounting component body with a component dumb object. S8. In the MacPherson suspension dynamics template model, modify the force element spring connection between the lower shock absorber of the component and the body of the mounting component, and replace the body of the mounting component with a component dumb object. S9. In the dynamic template model of the steering system, a component dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods, a bushing connection is established between the component rack and the component dummy object, and a sliding pair connection is established between the component dummy object and the component steering gear housing. S10. In the dynamic template model of the steering system, modify the reduction gear pair between the rotary joint of the component pinion relative to the steering gear housing and the sliding joint of the steering rack relative to the steering gear housing, and change the output hinge from the sliding joint of the rack relative to the steering gear housing to the sliding joint of the component dummy object relative to the steering gear housing. S11. Switch Adams / Car to the Standard interface and create MacPherson suspension subsystem model, steering subsystem model, and stabilizer bar system model using MacPherson suspension dynamics template model, steering system dynamics template model, and stabilizer bar dynamics template model, respectively. S12. In the MacPherson suspension subsystem model, replace the force element Damper with the force element Strut; S13. In the Adams / Car Standard interface, combine the MacPherson strut suspension subsystem model, steering subsystem model, and stabilizer bar subsystem model to create a suspension assembly model.

2. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that, In step S3, the method for creating the bushing connection is as follows: a construction coordinate system is established at the wheel center coordinate position using the toe angle and camber angle; then, with the wheel center coordinate as the position and the construction coordinate system as the direction, a bushing is established between the component hub shaft and the component bearing housing. The three linear stiffnesses of the bushing are set to 0 N / mm, the rotational stiffness about the Z-axis of the construction coordinate system is set to 0 N / mm / deg, and the rotational stiffness about the X-axis and Y-axis of the construction coordinate system is input according to the design value or test calibration value of the bearing bending stiffness, with an initial reference value of 5.0E+06 N / mm / deg; the established bushing and the modified ball joint are connected in parallel to realize the rotation and flexible bending deformation of the wheel.

3. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that: In step S4, the steering tie rod is split into an inner tie rod and an outer tie rod. A sliding pair is established between the inner and outer tie rods with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the direction. A bushing is established with the midpoint of the steering tie rod as the position and the line connecting the inner and outer points as the Z-axis. The three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X and Y axes is set to 0 N / mm, and the linear stiffness of the bushing along the Z-axis is input according to the design value or the test calibration value, with an initial reference value of 10000 N / mm. The sliding pair and the bushing are connected in parallel to realize the flexible deformation of the steering tie rod in the two-force direction.

4. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that: In step S5, a bushing is established with the mounting point on the shock absorber as the location and the line connecting the upper and lower points of the shock absorber in the Z direction. The three linear stiffnesses of the bushing are input according to the design value or test calibration value of the local stiffness of the vehicle body. The initial reference value is 1.0E+05N / mm, and the initial reference value of the three torsional stiffnesses of the bushing is 1.0E+05Nmm / deg.

5. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that: In step S9, a dummy object is established at the midpoint of the line connecting the inner points of the left and right steering tie rods; a bushing connection is established between the component rack and the component dummy object, with the midpoint of the line connecting the inner points of the left and right steering tie rods as the position and the direction of the line connecting the inner points of the left and right steering tie rods as Z; the three torsional stiffnesses of the bushing are set to 0 N / mm / deg, the linear stiffness of the bushing along the X and Y axes is set to 0 N / mm, and the linear stiffness of the bushing along the Z axis is input according to the test calibration value, with an initial reference value of 4000 N / mm or 12000 N / mm; a sliding pair is established between the component dummy object and the component steering gear housing at the midpoint of the line connecting the inner points of the steering tie rods, with the direction of the line connecting the inner points of the left and right steering tie rods as the position.

6. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that: In step S12, replace the damper force element with a strut force element, connect the modified strut force elements, open the property editing dialog box, select Nonlinear in the Damping Method area, enter the force-velocity data of the damper in the Damping Curve editor, select None for Gas Preload by default, select Simple in the Strut Bending area, enter the piston rod length and damper cylinder installation length according to the part structure for Top Strut Length / Bottom Strut Length, and enter the Bending Stiffness according to the design requirements or test calibration value. The initial reference value is 1350 N / mm, and the default value of 25 N·s / mm is used for Bending Damping.

7. The modeling method for improving the simulation accuracy of the dynamic model of a MacPherson front suspension system as described in claim 1, characterized in that: The term "dumb object" refers to a component with a mass of 0 kg.

8. An apparatus, characterized in that: Includes one or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1-7.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by the processor, it implements the method as described in any one of claims 1-7.

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