Suspension system attitude correction method and whole vehicle collision simulation method

Abstract

The invention discloses a suspension system attitude correction method and a whole vehicle collision simulation method.The suspension system attitude correction method comprises the steps that the wheel center lifting amount of a to-be-corrected suspension system is determined, and the to-be-corrected suspension system comprises a plurality of to-be-corrected parts; a simplified simulation model used for suspension system attitude correction in the whole vehicle simulation collision model is selected, a rigid ground is created on the lower surface of a tire of the simplified simulation model, and the wheel center uplift amount serves as the upward forced displacement of the rigid ground and is loaded to the simplified simulation model; solving the simplified simulation model to obtain a finite element result file; and extracting the adjusted node coordinates of the to-be-corrected component in the finite element result file, and correcting the pre-adjustment node coordinates of the to-be-corrected component according to the adjusted node coordinates. According to the invention, the wheel center lifting amount is used as the upward forced displacement of the rigid ground to be loaded into the simplified simulation model, so that the real response of the suspension system under actual collision or specific working conditions can be simulated, and the posture correction accuracy of the suspension system is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a suspension system posture correction method and a whole vehicle collision simulation method. Background Art

[0002] With the rapid development of finite element simulation methods and software and hardware technologies, the R&D departments of various automobile companies have established virtual performance development processes and teams belonging to their own R&D systems in the field of vehicle collision safety performance development to reduce the dependence of vehicle R&D on collision physical tests. In fact, the current collision safety simulation technology can effectively solve about 80% of engineering problems in the development of vehicle structural crashworthiness and restraint system performance. In order to further expand the application of simulation technology in vehicle R&D, the industry has begun to explore the feasibility of acceleration signal prediction in the long-term and high-cost ACU algorithm calibration collision condition.

[0003] Different from the development requirements of the traditional vehicle structure crashworthiness and restraint system, the collision speed for the ACU algorithm calibration collision condition is usually low, and the core focus of simulation accuracy is the original acceleration signal containing high-frequency components during the collision process. In addition to factors such as data integrity, data consistency, data status, component material properties, and connection characteristics, factors that affect simulation accuracy also have high requirements for the consistency of boundary conditions between the simulation model and the physical test, including gravity field, impact speed, impact angle, overlap rate between the vehicle and the barrier, and suspension system posture.

[0004] Among the above-mentioned factors affecting boundary conditions, except for gravity field, tire and chassis system posture, other factors are controlled by strict test procedures and are post-test measurement items that cannot be predicted in advance. For gravity field, the finite element simulation software used for collision simulation has relevant gravity field definition methods and no additional correction is required. However, the consistency between the suspension system posture in the collision simulation model and the test vehicle is often overlooked.

[0005] In the current mainstream whole vehicle collision safety simulation analysis process, the suspension system structure used in the whole vehicle simulation model is mostly based on the data state under the curb weight for finite element mesh division and modeling. In the actual collision safety test, each working condition has different requirements for the weight of the dummy and the luggage box. The compression of the front and rear suspension springs and tires under different weight states is also different, which makes the suspension system posture error in the simulation model large. There is an urgent need for a suspension system posture correction method to correct the suspension system posture. Summary of the invention

[0006] The present invention provides a suspension system posture correction method, device, terminal equipment and storage medium to accurately correct the posture of the suspension system in a whole vehicle simulation model.

[0007] The present invention provides a suspension system posture correction method, comprising:

[0008] Under the test conditions, determining the wheel center lift amount of the suspension system to be corrected, wherein the suspension system to be corrected includes a plurality of components to be corrected;

[0009] A simplified simulation model for suspension system posture correction in a whole vehicle simulation collision model is selected, a rigid ground is created on the lower surface of the tire of the simplified simulation model, and the wheel center lift is used as an upward forced displacement of the rigid ground to load the simplified simulation model;

[0010] Solving the simplified simulation model to obtain a finite element result file;

[0011] The adjusted node coordinates of the component to be corrected in the finite element result file are extracted, and the pre-adjusted node coordinates of the component to be corrected are corrected with the adjusted node coordinates.

[0012] Furthermore, the extracting the adjusted node coordinates of the component to be corrected in the finite element result file and correcting the unadjusted node coordinates of the component to be corrected with the adjusted node coordinates includes:

[0013] Selecting the finite element result data corresponding to the final time point of the finite element result file as the adjusted node coordinates of the component to be corrected;

[0014] The node coordinates before adjustment of the component to be corrected in the vehicle simulation model of the node coordinates after adjustment of the component to be corrected are corrected.

[0015] Furthermore, the wheel center lift amount of the suspension system to be corrected is determined as follows:

[0016] The wheel center lift of the suspension system to be corrected is calculated according to the sprung load value of the suspension system to be corrected, the load value of the data release state, the suspension spring stiffness and the angle between the suspension spring axis and the -Z axis.

[0017] Furthermore, the simplified simulation model selected from the whole vehicle simulation collision model for suspension system posture correction also includes:

[0018] The deformable flexible body and the non-deformable rigid body in the simplified simulation model are defined; the deformable flexible body includes shock absorber rubber, shock absorber spring, swing arm rubber and lateral stabilizer bar rubber; the non-deformable rigid body includes structural parts and tire assemblies that are not deformed during vehicle driving.

[0019] Furthermore, before solving the simplified simulation model and obtaining the finite element result file, the method further includes:

[0020] Constrain the connectors of the component to be modified on the body side, subframe side, powertrain side and steering gear side.

[0021] Furthermore, the parts to be corrected include tires, wheel hubs, brake discs, brake calipers, shock absorber assemblies, half shafts and their connecting parts, steering knuckles, swing arms, steering rods and their connecting parts, and anti-roll bars and their connecting parts.

[0022] The present invention also provides a whole vehicle collision simulation method, comprising:

[0023] The tire compression relative to the wheel hub is calculated based on the tire wheel load;

[0024] According to the suspension system posture correction method as described above, the posture of the suspension system to be corrected in the whole vehicle collision simulation model is corrected to obtain a corrected whole vehicle collision simulation model;

[0025] The modified whole vehicle collision simulation model is simulated and calculated to obtain the whole vehicle collision simulation analysis results, wherein, during the simulation calculation process, implicit calculation is started with dynamic relaxation calculation control parameters, and the tire compression is used as the rigid ground upward forced displacement load in the calculation stage, and the preload of the shock absorber is used as the +Z-direction load of the tire constant pressure.

[0026] The present invention also provides a suspension system posture correction device, comprising:

[0027] A wheel center lift amount determination module is used to determine the wheel center lift amount of the suspension system to be corrected under test conditions, wherein the suspension system to be corrected includes a plurality of components to be corrected;

[0028] A simplified simulation model loading module is used to select a simplified simulation model for suspension system posture correction in a whole vehicle simulation collision model, create a rigid ground under the tire surface of the simplified simulation model, and load the simplified simulation model with the wheel center lift as the upward forced displacement of the rigid ground;

[0029] The simulation model solves the simplified simulation model in English to obtain a finite element result file;

[0030] The node coordinate correction module is used to extract the adjusted node coordinates of the component to be corrected in the finite element result file, and correct the pre-adjusted node coordinates of the component to be corrected with the adjusted node coordinates.

[0031] The present invention also provides a terminal device, comprising: a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the suspension system posture correction method as described above when executing the computer program.

[0032] The present invention also provides a computer-readable storage medium, which includes a stored computer program; wherein, when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the suspension system posture correction method as described above.

[0033] The present invention can simulate the real response of the suspension system under actual collision or specific working conditions by determining the wheel center lift under test conditions and loading the wheel center lift as the upward forced displacement of the rigid ground into the simplified simulation model, so as to obtain the node coordinates of each component in the suspension system after adjustment, so that after the suspension system posture is corrected, the wheel hub center Z-axis coordinates and the chassis component posture are consistent with the theoretical state under the test counterweight in the whole vehicle collision simulation model, so as to effectively improve the accuracy of the suspension system posture correction, and further effectively improve the accuracy of the whole vehicle collision simulation analysis;

[0034] Furthermore, the present invention can accurately adjust the geometric parameters of the suspension system by extracting the adjusted node coordinates of the components to be corrected in the finite element result file and using them to correct the node coordinates of these components before adjustment, so that the design of the suspension system is more in line with the expected performance, thereby effectively improving the effect of suspension posture adjustment. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a flow chart of a suspension system posture correction method provided by an embodiment of the present invention;

[0036] Figure 2 is a schematic diagram of fender wheel eyebrow-wheel center-ground height provided by an embodiment of the present invention;

[0037] Figure 3 is a schematic diagram of calculating the wheel center lift amount provided by an embodiment of the present invention;

[0038] Figure 4 is a simplified simulation model schematic diagram provided by an embodiment of the present invention;

[0039] Figure 5 It is a simplified simulation model constraint and loading schematic diagram provided by an embodiment of the present invention;

[0040] Figure 6 is a schematic diagram comparing the suspension system before and after correction provided by an embodiment of the present invention;

[0041] Figure 7 Schematic diagram of the whole vehicle collision simulation method provided by the embodiment of the present invention

[0042] Figure 8 is a schematic diagram of tire compression provided by an embodiment of the present invention;

[0043] Fig. 9 is a schematic diagram of a radial stiffness characteristic curve of a tire provided by an embodiment of the present invention;

[0044] Fig.10 Schematic diagram of tire compression definition in a vehicle collision simulation model provided by an embodiment of the present invention

[0045] Fig.11 It is a schematic diagram of the whole vehicle collision simulation process provided by an embodiment of the present invention;

[0046] Fig.12 It is a schematic structural diagram of a suspension system posture correction device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0048] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the feature. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0049] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0050] See also Figure 1 The present invention provides a suspension system posture correction method, comprising:

[0051] S1. Under the test conditions, determine the wheel center lift amount of the suspension system to be corrected, where the suspension system to be corrected includes several components to be corrected;

[0052] In an embodiment of the present invention, for a target vehicle, the tire and chassis system of the target vehicle are used as the suspension system to be corrected, and the suspension system to be corrected includes several components to be corrected. The embodiment of the present invention updates and corrects the node coordinates of these components to be corrected to correct the relative postures of these components, thereby correcting the postures of the suspension systems corresponding to these components.

[0053] S2, selecting a simplified simulation model for suspension system posture correction in the whole vehicle simulation collision model, creating a rigid ground on the lower surface of the tire of the simplified simulation model, and loading the simplified simulation model with the wheel center lift as the upward forced displacement of the rigid ground;

[0054] In the embodiment of the present invention, the selected simplified simulation model retains the components to be corrected, so that the node coordinates corresponding to each component to be corrected can be obtained by solving the simplified simulation model later.

[0055] The embodiment of the present invention creates a rigid ground on the lower surface of the tire and defines a forced load for it with an upward displacement amount as the wheel center lift amount, wherein the tire is a rigid tire, that is, the tire is simplified as a rigid body, and the deformation inside the tire is not considered, and only its overall movement and force are considered. Create a rigid ground, that is, assume that the ground will not deform at all, and only test the reaction force on the tire. The upward displacement amount is the vertical upward movement distance of the rigid ground relative to the tire, and the displacement amount can be defined according to the wheel center lift amount, that is, the theoretical distance that the wheel center moves upward along the Z axis. Forced displacement loading is a boundary condition. During the simulation process, the rigid ground will move upward according to the defined displacement amount, thereby applying an upward force to the tire, and this force will be transmitted to the vehicle's suspension system and chassis through the tire, affecting the vehicle's posture. The embodiment of the present invention uses the wheel center lift amount as the upward forced displacement loading of the rigid ground, so that the Z-axis coordinates of the corrected wheel hub wheel system and the posture of the chassis components are consistent with the ideal state under the test weight in the whole vehicle simulation collision model. The Z coordinate of the wheel center of the wheel hub refers to the position of the wheel center along the vertical direction (usually upward).

[0056] S3, solving the simplified simulation model to obtain a finite element result file;

[0057] In the embodiment of the present invention, the simplified simulation model after the upward forced displacement load is loaded can be solved by the LSDYNA software finite element solver.

[0058] The finite element result file includes the node coordinates of each component to be adjusted, and may also include node displacement data, suspension force, acceleration and other data.

[0059] S4. Extract the adjusted node coordinates of the component to be corrected in the finite element result file, and correct the pre-adjustment node coordinates of the component to be corrected with the adjusted node coordinates.

[0060] The embodiment of the present invention can simulate the real response of the suspension system under actual collision or specific working conditions by determining the wheel center lift under test conditions and loading the wheel center lift as the upward forced displacement of the rigid ground into the simplified simulation model, so as to obtain the node coordinates of each component in the suspension system after adjustment, so that after the suspension system posture is corrected, the wheel hub center Z-axis coordinates and the chassis component posture are consistent with the theoretical state under the test counterweight in the whole vehicle collision simulation model, thereby effectively improving the accuracy of the suspension system posture correction, and further effectively improving the accuracy of the whole vehicle collision simulation analysis;

[0061] Furthermore, the embodiment of the present invention can accurately adjust the geometric parameters of the suspension system by extracting the adjusted node coordinates of the components to be corrected in the finite element result file and using them to correct the node coordinates of these components before adjustment, so that the design of the suspension system is more in line with the expected performance, thereby effectively improving the effect of the suspension posture adjustment.

[0062] See also Figure 2 In one embodiment, a schematic diagram of fender wheel eyebrow-wheel center-ground height is provided. The suspension system posture correction method provided in an embodiment of the present invention can correct the node coordinates of related components, thereby correcting the fender wheel eyebrow-wheel center-ground height.

[0063] It can be understood that the fender wheel arch-wheel center-ground height reflects part of the suspension system posture.

[0064] In one embodiment, step S1, determining the wheel center lift amount of the suspension system to be corrected:

[0065] The wheel center lift of the suspension system to be corrected is calculated according to the sprung load value of the suspension system to be corrected, the load value of the data release state, the suspension spring stiffness and the angle between the suspension spring axis and the -Z axis.

[0066] In the embodiment of the present invention, the calculation formula of the wheel center lift dz1 is as follows:

[0067] dz1=dcos(θ)=(F1-F0)cos 2 (θ) / k;

[0068] Wherein, dz1 is the wheel center lift, F1 is the sprung load value of the suspension system to be corrected, F0 is the load value in the data release state, k is the suspension spring stiffness, and θ is the angle between the suspension spring axial direction and the -Z axis. In the embodiment of the present invention, the wheel center lift of the suspension system to be corrected is the +Z direction adjustment amount of the wheel center axis relative to the data release state under the test condition.

[0069] In the embodiment of the present invention, the theoretical axial compression adjustment value d of the suspension spring can be calculated according to the above parameters:

[0070] d = (F1-F0)cos(θ) / k.

[0071] See also Figure 3 , which is a schematic diagram of wheel center lift calculation provided in an embodiment of the present invention.

[0072] See also Figure 4 In one embodiment, step S2, selecting a simplified simulation model for suspension system posture correction in the whole vehicle simulation collision model, further includes:

[0073] Define the deformable flexible bodies and non-deformable rigid bodies in the simplified simulation model; the deformable flexible bodies include shock absorber rubber, shock absorber spring, swing arm rubber and anti-roll bar rubber; the non-deformable rigid bodies include structural parts and tire assemblies that are not deformed during vehicle driving.

[0074] In the embodiment of the present invention, the non-deformable rigid body can also simplify the components of the model except the deformable flexible body. The embodiment of the present invention also retains the rigid hinge definition in the simplified simulation model. The rigid hinge can simulate the hinge point or connection point in the vehicle suspension system. These connection points are allowed to rotate to a certain extent in the actual vehicle, thereby effectively improving the accuracy of the simulation results.

[0075] In one embodiment, before step S2, solving the simplified simulation model based on upward forced displacement loading, the method further includes:

[0076] Constrain the connectors of the component to be modified on the body side, subframe side, powertrain side and steering gear side.

[0077] See also Figure 5 , which is a simplified model constraint and loading schematic diagram provided by an embodiment of the present invention.

[0078] In an embodiment of the present invention, the connecting parts of the components to be corrected on the vehicle body side, subframe side, powertrain side and steering gear side include swing arms and rubber inner sleeves of lateral stabilizer bars, connecting brackets on shock absorbers or springs, half-axle bearings, steering tie rod ball head mounting parts, etc.

[0079] In the embodiment of the present invention, by constraining the connecting piece, it can be ensured that the movement of each component in the simulation model during the collision process conforms to the actual situation, thereby improving the accuracy of the simulation result.

[0080] In one embodiment, the components to be corrected include tires, wheels, brake discs, brake calipers, shock absorber assemblies, half shafts and their connecting parts, steering knuckles, swing arms, steering tie rods and their connecting parts, and lateral stabilizer bars and their connecting parts.

[0081] In an embodiment of the present invention, multiple components in the suspension system to be corrected are used as components to be corrected. By correcting the node coordinates of these components to be corrected, the posture of the corrected suspension system can be effectively made more accurate, which is beneficial to improving the accuracy and reliability of subsequent collision simulation analysis.

[0082] In one embodiment, step S4, extracting the adjusted node coordinates of the component to be corrected in the finite element result file, and correcting the pre-adjustment node coordinates of the component to be corrected with the adjusted node coordinates, may also include the following sub-steps:

[0083] S41, selecting the finite element result data corresponding to the final time point of the finite element result file as the adjusted node coordinates of the component to be corrected;

[0084] S42, correcting the node coordinates before adjustment of the component to be corrected in the vehicle simulation model based on the node coordinates after adjustment of the component to be corrected.

[0085] See also Figure 6 , which is a schematic diagram of the comparison of the suspension system before and after correction provided by the embodiment of the present invention. In the embodiment of the present invention, the finite element result file can be opened in a conventional finite element post-processing software, the time step can be adjusted to the last step, the node coordinates of the components to be corrected in the suspension system corresponding to the last time step can be obtained and stored, and the node coordinates of the corresponding components to be corrected in the suspension system in the whole vehicle collision simulation model can be updated and replaced in the conventional finite element pre-processing software to complete the posture correction of the suspension system to be corrected.

[0086] The implementation of the embodiments of the present invention has the following beneficial effects:

[0087] The embodiment of the present invention can simulate the real response of the suspension system under actual collision or specific working conditions by determining the wheel center lift under test conditions and loading the wheel center lift as the upward forced displacement of the rigid ground into the simplified simulation model, so as to obtain the node coordinates of each component in the suspension system after adjustment, so that after the suspension system posture is corrected, the wheel hub center Z-axis coordinates and the chassis component posture are consistent with the theoretical state under the test counterweight in the whole vehicle collision simulation model, thereby effectively improving the accuracy of the suspension system posture correction, and further effectively improving the accuracy of the whole vehicle collision simulation analysis;

[0088] Furthermore, the embodiment of the present invention can accurately adjust the geometric parameters of the suspension system by extracting the adjusted node coordinates of the components to be corrected in the finite element result file and using them to correct the node coordinates of these components before adjustment, so that the design of the suspension system is more in line with the expected performance, thereby effectively improving the effect of the suspension posture adjustment.

[0089] See also Figure 7The present invention also provides a whole vehicle collision simulation method, comprising:

[0090] S101, calculating the tire compression amount relative to the wheel hub according to the wheel load of the tire;

[0091] Please refer to 8. In the embodiment of the present invention, under the specific weight state of the test condition, the tire wheel load F2 of the tire to be corrected is obtained, and based on the following Fig. 9 The radial stiffness characteristic curve of the tire shown is used to calculate the tire compression dz2 relative to the wheel hub, and the expression is as follows:

[0092] dz2=f -1 (F2);

[0093] Where f is the tire Z-axis load-displacement stiffness characteristic relationship.

[0094] S201, performing posture correction on the suspension system to be corrected in the whole vehicle collision simulation model according to the suspension system posture correction method as described above, to obtain a corrected whole vehicle collision simulation model;

[0095] S301. Simulate the corrected whole vehicle collision simulation model to obtain the whole vehicle collision simulation analysis results, wherein, in the simulation calculation process, the implicit calculation is started with the dynamic relaxation calculation control parameter, and in the calculation stage, the tire compression is used as the rigid ground upward forced displacement load, and the preload of the shock absorber is used as the +Z direction load of the tire constant pressure.

[0096] See also Fig.10 , which is a schematic diagram of tire compression definition in a whole vehicle collision simulation model provided by an embodiment of the present invention.

[0097] In the embodiment of the present invention, since the convergence speed of the low-rigidity system is slow, in order to increase the convergence rate, the tire is subjected to rigidity processing during the posture correction of the suspension system.

[0098] The embodiment of the present invention improves the convergence rate by pre-pressing the tire. Specifically, a flexible tire is used in the tire pre-pressing process in the dynamic relaxation stage of the whole vehicle, and the shock absorber spring in the whole vehicle collision model increases the pre-pressing load to offset the tire pre-pressing load.

[0099] See also Fig.11 , a schematic diagram of the whole vehicle collision simulation process is provided.

[0100] The implementation of the embodiments of the present invention has the following beneficial effects:

[0101] The embodiment of the present invention performs posture correction on the suspension system to be corrected in the whole vehicle collision simulation model to obtain the corrected whole vehicle collision simulation model, so that the suspension posture in the corrected whole vehicle collision simulation model is more accurate, and in the simulation calculation process, by pre-pressurizing the tire, the convergence rate of the simulation calculation can be effectively improved, thereby effectively improving the accuracy of the collision analysis while improving the efficiency of the collision simulation analysis.

[0102] See also Fig.12 Based on the same inventive concept as the above embodiment, the present invention also provides a suspension system posture correction device, comprising:

[0103] The wheel center lift amount determination module 10 is used to determine the wheel center lift amount of the suspension system to be corrected under the test condition, and the suspension system to be corrected includes a plurality of components to be corrected;

[0104] The simplified simulation model loading module 20 is used to select a simplified simulation model for suspension system posture correction in the whole vehicle simulation collision model, create a rigid ground under the tire surface of the simplified simulation model, and load the simplified simulation model with the wheel center lift as the upward forced displacement of the rigid ground;

[0105] Simulation model solving model 30, English solving simplified simulation model, obtain finite element result file;

[0106] The node coordinate correction module 40 is used to extract the adjusted node coordinates of the component to be corrected in the finite element result file, and correct the pre-adjusted node coordinates of the component to be corrected with the adjusted node coordinates.

[0107] In one embodiment, the node coordinate correction module 40 is further used for:

[0108] Select the finite element result data corresponding to the final time point of the finite element result file as the adjusted node coordinates of the component to be corrected;

[0109] The node coordinates before adjustment of the component to be corrected in the vehicle simulation model are corrected.

[0110] In one embodiment, the wheel center lift amount determination module 10 is further used for:

[0111] The wheel center lift of the suspension system to be corrected is calculated according to the sprung load value of the suspension system to be corrected, the load value of the data release state, the suspension spring stiffness and the angle between the suspension spring axis and the -Z axis.

[0112] In one embodiment, the simplified simulation model loading module 20 is further used for:

[0113] Define the deformable flexible bodies and non-deformable rigid bodies in the simplified simulation model; the deformable flexible bodies include shock absorber rubber, shock absorber spring, swing arm rubber and anti-roll bar rubber; the non-deformable rigid bodies include structural parts and tire assemblies that are not deformed during vehicle driving.

[0114] In one embodiment, before solving the simplified simulation model based on the upward forced displacement loading, the method further includes:

[0115] Constrain the connectors of the component to be modified on the body side, subframe side, powertrain side and steering gear side.

[0116] In one embodiment, the components to be corrected include tires, wheels, brake discs, brake calipers, shock absorber assemblies, half shafts and their connecting parts, steering knuckles, swing arms, steering tie rods and their connecting parts, and lateral stabilizer bars and their connecting parts.

[0117] Correspondingly, an embodiment of the present invention also provides a terminal device, including: a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and when the processor executes the computer program, it implements the suspension system posture correction method of any one of the above embodiments.

[0118] The terminal device of this embodiment includes: a processor, a memory, and a computer program and computer instructions stored in the memory and executable on the processor. When the processor executes the computer program, each step in the above embodiment 1 is implemented, for example Figure 1 Alternatively, when the processor executes the computer program, the functions of each module / unit in the above device embodiment, such as the node coordinate correction module 40, are implemented.

[0119] Exemplarily, the computer program can be divided into one or more modules / units, one or more modules / units are stored in a memory and executed by a processor to complete the present invention. One or more modules / units can be a series of computer program instruction segments that can complete specific functions, and the instruction segments are used to describe the execution process of the computer program in a terminal device. For example, the node coordinate correction module 40 is used to extract the adjusted node coordinates of the component to be corrected in the finite element result file, and correct the node coordinates before adjustment of the component to be corrected with the adjusted node coordinates.

[0120] The terminal device may be a computing device such as a desktop computer, a notebook, a PDA, and a cloud server. The terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the schematic diagram is merely an example of a terminal device and does not constitute a limitation on the terminal device. The terminal device may include more or fewer components than shown in the diagram, or may combine certain components, or different components. For example, the terminal device may also include an input / output device, a network access device, a bus, etc.

[0121] The processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the terminal device, and uses various interfaces and lines to connect various parts of the entire terminal device.

[0122] The memory can be used to store computer programs and / or modules. The processor realizes various functions of the terminal device by running or executing the computer programs and / or modules stored in the memory, and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, at least one application required for a function, etc.; the data storage area can store data created according to the use of the mobile terminal, etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Med i aCard, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0123] Among them, if the module / unit integrated in the terminal device is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electric carrier signals and telecommunication signals.

[0124] Correspondingly, an embodiment of the present invention also provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the suspension system posture correction method of any one of the above embodiments.

[0125] The above specific embodiments further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above are only specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A suspension system posture correction method, characterized in that: include: Under the test conditions, determining the wheel center lift amount of the suspension system to be corrected, wherein the suspension system to be corrected includes a plurality of components to be corrected; A simplified simulation model for suspension system posture correction in a whole vehicle simulation collision model is selected, a rigid ground is created on the lower surface of the tire of the simplified simulation model, and the wheel center lift is used as an upward forced displacement of the rigid ground to load the simplified simulation model; Solving the simplified simulation model to obtain a finite element result file; The adjusted node coordinates of the component to be corrected in the finite element result file are extracted, and the pre-adjusted node coordinates of the component to be corrected are corrected with the adjusted node coordinates.

2. The method for correcting the suspension system posture according to claim 1, characterized in that: The step of extracting the adjusted node coordinates of the component to be corrected in the finite element result file and correcting the unadjusted node coordinates of the component to be corrected with the adjusted node coordinates includes: Selecting the finite element result data corresponding to the final time point of the finite element result file as the adjusted node coordinates of the component to be corrected; The node coordinates before adjustment of the component to be corrected in the vehicle simulation model of the node coordinates after adjustment of the component to be corrected are corrected.

3. The method for correcting the suspension system posture according to claim 1, characterized in that: Determining the wheel center lift amount of the suspension system to be corrected: The wheel center lift of the suspension system to be corrected is calculated according to the sprung load value of the suspension system to be corrected, the load value of the data release state, the suspension spring stiffness and the angle between the suspension spring axis and the -Z axis.

4. The method for correcting the suspension system posture according to claim 1, characterized in that: The simplified simulation model selected from the whole vehicle simulation collision model for suspension system posture correction also includes: The deformable flexible body and the non-deformable rigid body in the simplified simulation model are defined; the deformable flexible body includes shock absorber rubber, shock absorber spring, swing arm rubber and lateral stabilizer bar rubber; the non-deformable rigid body includes structural parts and tire assemblies that are not deformed during vehicle driving.

5. The method for correcting the suspension system posture according to claim 1, characterized in that: Before solving the simplified simulation model and obtaining the finite element result file, the following steps are also included: Constrain the connectors of the component to be modified on the body side, subframe side, powertrain side and steering gear side.

6. The method for correcting the suspension system posture according to claim 1, characterized in that: The parts to be corrected include tires, wheel hubs, brake discs, brake calipers, shock absorber assemblies, half shafts and their connecting parts, steering knuckles, swing arms, steering tie rods and their connecting parts, and lateral stabilizer bars and their connecting parts.

7. A vehicle collision simulation method, characterized in that: include: The tire compression relative to the wheel hub is calculated based on the tire wheel load; Performing posture correction on the suspension system to be corrected in the whole vehicle collision simulation model according to the suspension system posture correction method as described in any one of claims 1 to 6, to obtain a corrected whole vehicle collision simulation model; The modified whole vehicle collision simulation model is simulated and calculated to obtain the whole vehicle collision simulation analysis results, wherein, during the simulation calculation process, implicit calculation is started with dynamic relaxation calculation control parameters, and the tire compression is used as the rigid ground upward forced displacement load in the calculation stage, and the preload of the shock absorber is used as the +Z-direction load of the tire constant pressure.

8. A suspension system posture correction device, characterized in that: include: A wheel center lift amount determination module is used to determine the wheel center lift amount of the suspension system to be corrected under test conditions, wherein the suspension system to be corrected includes a plurality of components to be corrected; A simplified simulation model loading module is used to select a simplified simulation model for suspension system posture correction in a whole vehicle simulation collision model, create a rigid ground under the tire surface of the simplified simulation model, and load the simplified simulation model with the wheel center lift as the upward forced displacement of the rigid ground; The simulation model solves the simplified simulation model in English to obtain a finite element result file; The node coordinate correction module is used to extract the adjusted node coordinates of the component to be corrected in the finite element result file, and correct the pre-adjusted node coordinates of the component to be corrected with the adjusted node coordinates.

9. A terminal device, characterized in that: include: A processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the suspension system posture correction method as described in any one of claims 1 to 6 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program; wherein, when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the suspension system posture correction method according to any one of claims 1 to 6.

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