Vehicle steering interference checking method and device and computer readable storage medium

Abstract

According to the vehicle steering interference checking method and device and the computer readable storage medium, a linear, simple and visual dynamic simulation digital model is created through an entity power steering rod system, and a plate spring in the power steering rod system is represented through an arc dynamic simulation curve; arc height change parameter values representing that the vehicle is in the empty and full load change process are input into the arc dynamic simulation curve, so that power simulation of the vehicle empty and full load change process is achieved, and the simulation accuracy is improved. Moreover, motion simulation is conducted on the power steering rod system, and the swing angle of a steering plumbing arm in the power steering rod system is determined; through the function relation between the middle spoke of the steering wheel in the power steering rod system and the swing angle of the steering rocker arm, the dynamic swing angle of a plumbing arm of the steering gear or the dynamic deflection angle change of the steering wheel in the empty and full load change process is accurately described, so that the power steering rod system is rapidly judged and optimized, and the interference amount is controlled within the minimum reasonable range.

Description

Technical Field

[0001] The present application relates to the field of vehicle power steering technology, and in particular to a vehicle steering interference calibration method, device and computer-readable storage medium. Background Art

[0002] In the vehicle's steering system, each component will occupy a certain space when it moves. When the vehicle turns, the wheels will rotate and jump, and the steering rod, suspension and other components will also move accordingly. In order to ensure the normal operation of the vehicle, a steering interference check is required to check whether the space occupied by these components overlaps with each other during their movement. If overlap occurs, it means that there is interference, which may cause collision and friction between components, affect the normal steering function of the vehicle, and even cause component damage. For example, when the wheel turns to the extreme position and encounters a large bump at the same time, it is necessary to ensure that there is no collision between the steering rod and surrounding components (such as the frame, other suspension components, etc.).

[0003] Under full load conditions, the traditional mapping method is a common method for steering interference verification. It mainly relies on the experience and continuous attempts of engineers to repeatedly adjust the relevant parameters so that the swing trajectory of the hinge point at the end of the steering gear tie rod coincides with the swing trajectory of the hinge point of the front axle steering knuckle arm fixed by the leaf spring as much as possible. It is only a qualitative comparison to roughly judge whether the two trajectories are close or coincident. It cannot or is difficult to quantitatively describe the dynamic swing angle of the steering gear drop arm or the dynamic deflection angle change of the steering wheel during the empty and full load changes, and it is difficult to accurately describe and measure. Summary of the invention

[0004] In order to overcome the problems existing in the related art, this specification provides a vehicle steering interference calibration method, device and computer-readable storage medium.

[0005] According to a first aspect of an embodiment of this specification, a vehicle steering interference verification method is provided, the method comprising:

[0006] Setting an arc height variation parameter value for a leaf spring in a dynamic simulation digital model created based on a power steering system of a vehicle to simulate the empty and full-load variation process of the vehicle, wherein the leaf spring is characterized by an arc dynamic simulation curve in the dynamic simulation digital model;

[0007] Performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage;

[0008] The actual deflection angle of the steering wheel is determined through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage, and is output as the steering linkage interference amount.

[0009] According to a vehicle steering interference verification method provided by the present application, the dynamic simulation digital model is obtained by a simulation digital model creation method, and the digital model creation method includes:

[0010] Based on the plane assembly drawing of the power steering rod system, using the constraint function of the three-dimensional software, a three-dimensional dynamic digital model of the power steering rod system is established;

[0011] Based on the motion trajectory of each component in the power steering rod system, the three-dimensional dynamic digital model is simplified and displayed in the form of lines, wherein a spline curve is used as the circular arc dynamic simulation curve of the leaf spring;

[0012] The motion constraints of each line and the kinematic pairs of each hinge point are defined to create the dynamic simulation digital model.

[0013] According to a vehicle steering interference verification method provided by the present application, the digital model creation method further includes:

[0014] A plane assembly drawing drawn based on two-dimensional software is imported, wherein the plane assembly drawing contains key components related to power steering in the power steering linkage, wherein the key components include a leaf spring, an axle including a steering knuckle arm, a steering gear, and a steering tie rod.

[0015] According to a vehicle steering interference verification method provided by the present application, the use of a spline curve as the circular arc dynamic simulation curve of the leaf spring includes:

[0016] Acquire a control point determined according to the load-deformation characteristics of the leaf spring;

[0017] The basic spline curve is adjusted based on the position and quantity information of the control points to simulate the leaf spring.

[0018] According to a vehicle steering interference verification method provided by the present application, the motion simulation of the power steering linkage is performed to determine the swing angle of the steering drop arm in the power steering linkage, including:

[0019] According to a preset number of simulation steps, the power steering linkage is subjected to motion simulation to determine the swing angle of the steering drop arm in the power steering linkage.

[0020] According to a vehicle steering interference verification method provided by the present application, after determining the actual deflection angle of the steering wheel through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage and outputting it as the steering linkage interference amount, the method further includes:

[0021] When it is determined that the steering linkage interference does not meet the standard interference requirement, relevant parameters of components in the dynamic simulation digital model are adjusted to minimize the steering linkage interference.

[0022] According to a vehicle steering interference verification method provided by the present application, the adjusting of the relevant parameters of the components in the dynamic simulation digital model includes:

[0023] Adjust the length parameter of the steering drop arm in the dynamic simulation digital model.

[0024] According to a vehicle steering interference verification method provided by the present application, before performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage, the method further includes:

[0025] Obtaining a target dynamic simulation digital model corresponding to the model characteristics of the target vehicle;

[0026] Based on the driving condition of the target vehicle, constraining the target dynamic simulation digital model;

[0027] A motion simulation is performed based on the constrained target dynamic simulation digital model to determine the swing angle of the steering drop arm in the power steering linkage.

[0028] The present application also provides a vehicle steering interference calibration device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle steering interference calibration method described above is implemented.

[0029] The present application also provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the vehicle steering interference verification method as described in any one of the above is implemented.

[0030] The vehicle steering interference verification method, device and computer-readable storage medium in the embodiments of this specification create a linear, simple and intuitive dynamic simulation digital model through the entity power steering rod system, use the circular arc dynamic simulation curve to characterize the leaf spring in the power steering rod system, and input the arc height change parameter value that characterizes the vehicle in the empty and full load change process into the circular arc dynamic simulation curve to realize the dynamic simulation of the vehicle empty and full load change process and improve the accuracy of the simulation. In addition, the power steering rod system is simulated in motion to determine the swing angle of the steering arm in the power steering rod system; through the functional relationship between the steering wheel center spoke and the swing angle of the steering rocker arm in the power steering rod system, the dynamic swing angle of the steering gear arm or the dynamic deflection angle change of the steering wheel in the empty and full load change process is accurately described, so as to quickly judge and optimize the power steering rod system and control the interference amount within the minimum reasonable range.

[0031] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and, together with the description, serve to explain the principles of the specification.

[0033] Figure 1 is a schematic diagram of a dynamic analog digital model according to an exemplary embodiment of the present specification;

[0034] Figure 2 is a flow chart of a vehicle steering interference verification method according to an exemplary embodiment of the present specification;

[0035] Figure 3 is a schematic diagram of an operation interface of arc height according to an exemplary embodiment of the present specification;

[0036] Figure 4 is a schematic diagram of a front leaf spring coil ear according to an exemplary embodiment of the present specification;

[0037] Figure 5 is a schematic diagram of an adjusted dynamic analog digital model according to an exemplary embodiment of the present specification;

[0038] Figure 6 is a schematic diagram of a vehicle steering interference calibration device according to an exemplary embodiment of the present specification;

[0039] Figure 7 It is a schematic block diagram of a vehicle steering interference calibration device shown in this specification according to an exemplary embodiment. DETAILED DESCRIPTION

[0040] Here, the technical solutions in the embodiments (or "implementations") of the present application will be described clearly and completely in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0041] If there are terms involving directional indications or positional relationships in the embodiments of the present application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first", "second", etc. involved in the embodiments of the present application are only used for the purpose of convenience of description and cannot be understood as indicating or implying relative importance.

[0042] The present application provides a vehicle steering interference verification method, device and computer readable storage medium. The present application is described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the features of the following embodiments and implementations can be combined with each other.

[0043] The power steering system of the vehicle described in this article has the conventional structure and function of the power steering system currently on the market. It is mainly composed of a series of rods, tie rods, ball heads, steering knuckles and other components. It is responsible for converting the driver's operation on the steering wheel into the steering action of the wheels. This article will not specifically introduce it.

[0044] During the operation of the vehicle, due to the diversity of road conditions, changes in load and the frequency of steering operations, the various components of the steering system will experience complex movements and forces. Steering interference issues have gradually become prominent in this context. The power steering interference described in this article refers to the unexpected contact, collision or mutual obstruction between the components of the steering system or between the steering components and other vehicle components during the steering process, which may lead to reduced steering performance, component damage and even endanger driving safety.

[0045] In the past, due to the limitation of technical means and the lack of understanding of the steering system, the steering interference problem has not been fully valued and solved in vehicle design and manufacturing. This has led to steering failures in some vehicles during use, causing inconvenience and safety hazards to drivers. In recent years, with the continuous development of automobile technology, it has become possible to accurately check the vehicle steering interference. The traditional drawing method is a common method for steering interference verification. It mainly relies on the experience and continuous attempts of engineers to repeatedly adjust the relevant parameters so that the swing trajectory of the hinge point at the end of the steering gear tie rod coincides with the swing trajectory of the hinge point of the front axle steering knuckle arm fixed with the leaf spring as much as possible. It is only a qualitative comparison to roughly judge whether the two trajectories are close or coincident. It is impossible or difficult to quantitatively describe the dynamic swing angle of the steering gear drop arm or the dynamic deflection angle change of the steering wheel during the empty and full load changes, and it is difficult to accurately describe and measure.

[0046] In order to solve the above technical problems, this specification provides a vehicle steering interference calibration method.

[0047] By establishing a simple, intuitive, dynamic and easy-to-learn mathematical model, the interference motion of the steering rod system can be quickly simulated, and then the deflection angle of the steering wheel can be dynamically simulated, so as to quickly judge and optimize the power steering rod system and control the interference amount within the minimum reasonable range.

[0048] Specifically, the motion check after precise assembly of the three-dimensional digital model is optimized to be replaced by simple lines. By analyzing the motion trajectory of key components in the power steering rod system and the motion function relationship between the components, the motion interference of the steering rod system is determined.

[0049] Figure 1 It is a dynamic simulation digital model created based on a physical power steering system in a vehicle provided in an embodiment of this specification.

[0050] The dynamic simulation digital model is obtained by a simulation digital model creation method, and the digital model creation method includes:

[0051] Step a1, based on the plane assembly drawing of the power steering rod system, using the relevant constraint function of the three-dimensional software, establish the three-dimensional dynamic digital model of the power steering rod system.

[0052] The plane assembly drawing of the power steering rod system is created based on the physical power steering rod system in the vehicle. By utilizing the relevant constraints and other functions of the 3D software, the position and assembly relationship between the components are accurately determined, and the information of each component in the plane assembly drawing is converted into an entity in the three-dimensional space, thereby establishing a three-dimensional dynamic digital model that can reflect the actual situation of the steering rod system.

[0053] The original intention of establishing a three-dimensional dynamic digital model is to simulate the interference of the steering rod system in three-dimensional space and the deflection angle of the vehicle steering wheel, which essentially requires the spatial relationship and motion law based on three-dimensional. However, in order to improve efficiency and simplify analysis, simple lines are used to represent key motion features in the motion verification stage after precise assembly. Specifically, after clarifying the most critical components for interference verification in the power steering rod system and the main movement directions of these components, the motion trajectories of these key components are extracted from the three-dimensional digital model using the relevant functions of the three-dimensional software. This trajectory can be represented by key points, center lines or main motion axes. The extracted motion trajectories are simplified and converted into simple lines. Constraints corresponding to the actual motion and kinematic pairs of each intersection are set for these lines, such as rotation angle range, translation distance limit, etc., so as to create a dynamic simulation digital model for steering interference verification and check whether the lines interfere with other components within the set motion range.

[0054] Due to the changes in the vehicle's load when it is unloaded, fully loaded, and overloaded, the vehicle body height, suspension travel, tire force, etc. will change, resulting in changes in the relative positions and motion trajectories of the various components of the power steering system. For example, when fully loaded, the vehicle body is pressed down, which may reduce the distance between some components; the suspension compression will change the angle and length of the steering rod. Therefore, it is necessary to ensure that the vehicle can steer safely and accurately under various load conditions. However, the leaf spring has a high load-bearing capacity and can adapt to the support requirements of the vehicle under different load conditions. Within a certain range, the deformation of the leaf spring and the load it bears show a relatively linear relationship. Therefore, an arc dynamic simulation curve is used to characterize the leaf spring in the power steering rod system. The elastic deformation of the leaf spring represents the vehicle load change (the process from unloaded to fully loaded and then to overloaded), which causes the dynamic change of the entire steering rod system, thereby dynamically and real-time displaying the change in the deflection angle of the steering wheel.

[0055] In some embodiments, the planar assembly drawing of the power steering linkage can be drawn in three-dimensional software for simulating the movement of the power steering linkage. In other examples, a planar assembly drawing drawn based on two-dimensional software is imported, and the planar assembly drawing includes key components related to power steering in the power steering linkage. There is no need to establish a complex three-dimensional digital model to quickly evaluate and optimize the power steering linkage.

[0056] As an example, AUTOCAD is used to assemble the relevant parts of the steering system that need to be determined and optimized on the frame drawing (four types of chassis), such as Figure 1 As shown, the following key components are included: frame (including front leaf spring front bracket, front leaf spring rear hanging ear bracket), front leaf spring (reflecting the diameter of the neutral layer coil of the front spring), front axle (including steering knuckle arm), steering gear, and steering rod.

[0057] Based on the dynamic simulation of four types of chassis of a certain vehicle model including the above key components, Figure 1 As shown, it includes a steering wheel 1; a steering wheel spoke (neutral position) 2; a steering gear output shaft 3; a steering drop arm 4; a steering tie rod 5; a front leaf spring front bracket 6; the first leaf spring of the front leaf spring and the neutral layer of the coil 7; the lower wing surface (reference) of the frame longitudinal beam 8; the front axle steering knuckle arm ball pin 9; the front leaf spring rear bracket 10; and the front leaf spring rear ear 11.

[0058] Point A in the figure: the center of the steering gear output shaft 3; Point B: the hinge point of the steering drop arm 4 and the steering tie rod 5; Point C: the hinge point of the front leaf spring front bracket 6 and the first leaf spring of the front leaf spring and the neutral layer 7 of the coil; Point D: the hinge point of the steering tie rod 5 and the ball pin 9 of the front axle steering knuckle arm; Point E: the matching point of the leaf spring center bolt and the front axle positioning hole; Point F: the hinge point of the front leaf spring rear bracket 10 and the front leaf spring rear ear 11; Point H: the center point of the first leaf spring of the front leaf spring and the neutral layer 7 of the coil. Points X1 and X2: the tangent point of the middle leaf spring and the ear of the first leaf spring of the front leaf spring and the neutral layer 7 of the coil; Line Y1Y2: perpendicular to the line X1X2 (i.e. the chord length of the neutral layer of the first leaf spring); Point O: the intersection of the lines X1X2 and Y1Y2.

[0059] In the figure, L1: a section of the length of the lower wing surface (reference) 8 of the frame longitudinal beam; L4, H1: the horizontal and vertical positioning dimensions of point A; L6: the length of the steering arm 4; L2, H2: the horizontal and vertical positioning dimensions of point C from the lower wing surface (reference) 8 of the frame longitudinal beam; L3, H3: the horizontal and vertical positioning dimensions of point F; L7: the length of the steering rod 5; L8: the length of the rear ear 11 of the front leaf spring; L9: the length of the first leaf spring of the front leaf spring and the neutral layer 7 of the coil; L10: the distance from point E to point H; L11, L12: the vertical and horizontal positioning dimensions of point D (relative to the relative coordinate system constructed by X1X2 and Y1Y2); L13: the dynamic change value of the arc height of the first leaf spring of the front leaf spring and the neutral layer 7 of the coil.

[0060] In the figure, α1: the angle between the steering arm 4 and the vertical line passing through point A; α2: the angle between the horizontal mid-position of the steering wheel spoke 2 and the actual deflection of the spoke, α2=α1*steering gear transmission ratio.

[0061] In the figure, Φ9: horizontal median diameter of the steering wheel spoke 2; Φ1: diameter of the steering gear output shaft 3; Φ2: hinge diameter of the steering tie rod 5; Φ3, Φ7: ear diameters of the first leaf spring of the front leaf spring and the neutral layer 7 of the coil; Φ6: hole diameter of the rear bracket 10 of the front leaf spring; Φ4: diameter of the ball pin 9 of the front axle steering knuckle arm.

[0062] Substitute the dimensions of the power steering linkage into the dynamic simulation digital model. In some embodiments, the dimensions substituted are (based on the lower wing surface of the frame longitudinal beam): the position dimension of the center of the steering gear output shaft; the length and initial angle of the steering gear drop arm; the length of the steering gear straight tie rod; the position of the ball pin of the front axle steering knuckle arm; the center position of the front bracket and the rear bracket of the front leaf spring and the length of the rear hanging ear of the front leaf spring; the length (arc length) of the front leaf spring; set the initial arc height value to indicate the load condition of the vehicle.

[0063] In the above-mentioned dynamic simulation digital model creation process, the core technical problem is how to dynamically simulate the deformation of elastic bodies (such as leaf springs) caused by load changes.

[0064] There is no simple model of elastic body in 3D software such as Catia and UG. How to find a simple and clear elastic body model becomes the key to solving the problem.

[0065] A line was found in the 3D software to simulate the dynamic change of the neutral layer of the leaf spring due to load change. After trying various curves, it was found that only the spline curve was suitable for the dynamic simulation of the arc height of the leaf spring (the length of the constraint curve L9, the chord length of the constraint curve X1X2, and the perpendicular bisector of the constraint chord length), thereby realizing the dynamic simulation of the entire power steering system. The spline curve can be used to approximate the load deformation of the leaf spring by controlling the control points of the spline curve.

[0066] Specifically, the use of a spline curve as the circular arc dynamic simulation curve of the leaf spring includes:

[0067] Acquire a control point determined according to the load-deformation characteristics of the leaf spring;

[0068] The basic spline curve is adjusted based on the position and quantity information of the control points to simulate the leaf spring.

[0069] Select the tool for drawing spline curves, and draw the spline curve by specifying a series of control points to approximately describe the shape of the leaf spring. The position and number of these control points will determine the shape of the spline curve. Among them, collect the deformation data of the leaf spring under different loads, obtain them through actual physical experiments, finite element analysis or existing empirical data, analyze these data in detail, understand the characteristics, trends and changes in key positions of the deformation, and determine the appropriate number and position of control points according to the complexity of the leaf spring deformation.

[0070] Furthermore, if the positions of the two fixed points of the leaf spring and several key bending points in the middle are known, these points can be used as control points to draw a spline curve to preliminarily characterize the shape of the leaf spring. The position and weight of the control points can be adjusted to fine-tune the shape of the spline curve to make it more consistent with the contour of the leaf spring.

[0071] It should be noted that when simulating the load deformation of a leaf spring, under normal circumstances, using three control points can roughly simulate the deformation of a conventional leaf spring. This is because the deformation mode of a conventional leaf spring is relatively simple and regular, and three control points are sufficient to capture its main deformation characteristics and simulate the deformation of a conventional leaf spring. Figure 1 In the figure, set point C, point D, and point F. If the deformation of the leaf spring is more complex, such as uneven bending, twisting, or special stress conditions, it may not be possible to accurately describe its deformation shape by relying on only three control points. In this case, adding two control points can increase the ability to control the curve shape, thereby more accurately approximating the actual complex deformation.

[0072] In addition, leaf springs are usually fixed by saddle bolts. In the simulation, additional control points can be added to simulate the fixed position and constraint conditions of the saddle bolts. These additional control points can limit the movement and deformation of the spline curve at specific locations, thus more realistically reflecting the situation where the leaf spring is subject to fixed constraints in actual work.

[0073] Through repeated searches and attempts as well as multiple verifications and improvements of the above-mentioned embodiments, the spline curve is used as the circular arc dynamic simulation curve of the neutral layer of the first leaf spring of the leaf spring, and the dynamic simulation of the leaf spring is better realized. Through the dynamic leaf spring arc height change, the dynamic simulation digital model of the power steering rod system is established.

[0074] In this embodiment, compared with using professional 3D software to build digital models of related parts and assemble them correctly before simulation can be performed, which makes the assembly workload too large, this embodiment does not need to build a complex 3D digital model, and optimizes the motion check after the 3D digital model is accurately assembled to replace it with simple lines, creating a simple and intuitive dynamic simulation digital model, and simulating the motion interference of the power steering rod system in real time according to the deformation of the leaf spring, so as to quickly judge and optimize the power steering rod system and control the interference amount within the minimum reasonable range. And according to the specific characteristics of the leaf spring, the dynamic deformation of the leaf spring is simulated with a spline curve, so that the simulation is close to the actual situation, and the accuracy of the power simulation is improved.

[0075] Figure 2 1 is a flow chart of a vehicle steering interference verification method provided by an embodiment of this specification, comprising the following steps:

[0076] S100. Setting an arc height variation parameter value for a leaf spring in a dynamic simulation digital model created based on a power steering system of a vehicle to simulate an empty and fully loaded variation process of the vehicle, wherein an arc dynamic simulation curve is used to characterize the leaf spring in the dynamic simulation digital model.

[0077] Based on the created dynamic simulation digital model, in the sketch environment of three-dimensional software (such as CATIA), the user clicks on L13 (L13 represents the dynamic change value of the arc height of the first leaf spring of the front leaf spring and the coil neutral layer 7) in the dynamic simulation data of the power steering rod system, and based on the operation instruction, the corresponding operation interface for setting the arc height of the first leaf spring of the front leaf spring and the coil neutral layer 7 is called (in CATIA software, this interface is the interface of "applying animation to constraints", such as Figure 3 As shown), the operation interface includes setting boxes representing the first value and the last value of the load range.

[0078] When the upper and lower limits of the dynamic real-time change of the leaf spring arc height are input correspondingly to the first value and the last value of the above parameters, the swing angle α1 of the steering drop arm 4 can be dynamically displayed by clicking its play button.

[0079] S200: Perform motion simulation on the power steering linkage to determine a swing angle of a steering drop arm in the power steering linkage.

[0080] According to preset simulation parameters, the power steering rod system is subjected to motion simulation to determine the swing angle of the steering drop arm in the power steering rod system; the simulation parameters include the number of simulation steps, and the simulation rate is controlled by the number of steps.

[0081] S300, determining the actual deflection angle of the steering wheel through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage, and outputting it as the steering linkage interference amount.

[0082] The functional relationship α2 between the steering wheel center spoke 2 and the steering drop arm 4 is established through the transmission ratio of the steering gear, and then the real-time deflection angle of the steering wheel is displayed in real time to characterize the interference amount of the steering linkage.

[0083] Through the above embodiments, the dynamic swing angle of the steering gear drop arm or the dynamic deflection angle change of the steering wheel in the process of empty and full load changes is accurately described.

[0084] In some embodiments, when a spline curve is used to simulate a leaf spring with more complex deformation, the spline curve has multiple control points, that is, the first leaf spring of the front leaf spring and the neutral layer 7 of the coil have multiple dynamic change values ​​of arc height L13 on the dynamic simulation digital model. According to the actual load characteristics of the leaf spring, during the dynamic simulation, corresponding parameters are input into multiple L13, so that the spline curve can approximate the actual deformation as accurately as possible to obtain accurate steering interference amount.

[0085] After determining the actual deflection angle of the steering wheel through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage in S300 and outputting the actual deflection angle as the steering linkage interference amount, the method further includes:

[0086] Determining whether the steering linkage interference quantity meets the standard interference quantity requirement;

[0087] If the above conditions are not met, relevant parameters of components in the steering linkage are adjusted to minimize the interference of the steering linkage.

[0088] Specifically, according to whether the swing angle meets the requirements of relevant standards, the relevant parameters of the steering system are adjusted in real time to minimize the swing of the steering drop arm 4 in empty, fully loaded and overloaded conditions, thereby minimizing the swing of the steering wheel in empty and fully loaded conditions, that is, the interference of the steering linkage is minimized or most reasonable.

[0089] Among them, the maximum free rotation of the steering wheel (i.e. steering wheel) of a motor vehicle in the standard GB7258-2017 should be less than or equal to 15°, that is, the standard interference requirement is not more than 15°.

[0090] In some embodiments, if the interference deflection of the steering wheel does not meet the requirement that the maximum free rotation amount should be less than or equal to 15°, the relevant parameters of the power steering linkage must be adjusted, as follows:

[0091] The first example is the adjustment of the length of the steering gear drop arm.

[0092] Generally speaking, after the position of the cab is determined, it means that the optimal position of the steering gear is determined. It is simple and easy to adjust the length of the steering gear arm in the steering system. Bring several lengths into the above-mentioned dynamic model for quick testing to get the optimal steering arm length. If the supplier has a vertical arm of the appropriate length, it can be used. If not, an approximate length can be selected and then brought into the dynamic model for quick testing. If the error is within the national standard range, it can be adopted. If it exceeds, the second example below can be adopted.

[0093] The second example is fine-tuning of the steering gear position.

[0094] Although the optimal position of the steering gear is determined, it still has an adjustment of about 5mm in the front and back and up and down directions. This adjustment can be used in conjunction with the adjustment of the drop arm length to quickly determine the steering gear position and the steering drop arm length by bringing it into the dynamic model. If the above adjustment still does not meet the requirements, the following third example can be adopted.

[0095] The third example is the adjustment of the front leaf spring coil ear type.

[0096] The front leaf spring ears are divided into upper ears, flat ears, etc. Figure 4 The upper coil ear can be adjusted to a flat coil ear. In the above steering system model, the coil ear radius representing the leaf spring is adjusted from a certain value of the upper coil ear to a flat coil ear value approximately 0. In the above model, the diameter values ​​of Φ3 and Φ7 are adjusted to 0.1 mm, as shown in FIG. Figure 5 Run the adjusted dynamic simulation digital model to check whether the interference amount is adjusted to a reasonable range. If it still does not meet the requirements, the fourth example below can be used.

[0097] The fourth example is the adjustment of the pad under the leaf spring.

[0098] By adding a pad at the bottom of the front leaf spring, the adjustment of L11 in the above dynamic simulation digital model is realized, which in turn affects the change of the high and low position of the steering knuckle arm, and then the steering rod affects the steering vertical arm α1, so that the interference deflection angle α2 of the steering wheel is controlled within a reasonable range.

[0099] Based on the kinematic performance and economic requirements of the power steering rod system, the adjustment method of the above example is reasonably selected. Through comprehensive adjustment of the above example, the steering interference simulation is performed again to control the steering wheel deflection angle within a reasonable range under empty and fully loaded conditions of the vehicle, and confirm that the interference is eliminated.

[0100] In this embodiment, such problems can be discovered in advance through interference verification, and improvements can be made by adjusting the position of components, changing the shape or length of components, etc., to ensure the steering performance of the vehicle under various load conditions.

[0101] In some embodiments, before performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage, the method further includes:

[0102] Obtaining a target dynamic simulation digital model corresponding to the model characteristics of the target vehicle;

[0103] Based on the driving condition of the target vehicle, constraining the target dynamic simulation digital model;

[0104] A motion simulation is performed based on the constrained target dynamic simulation digital model to determine the swing angle of the steering drop arm in the power steering linkage.

[0105] Study the design concepts and structural characteristics of different vehicle models. For example, the center of gravity of sedans and SUVs may be different, which will affect the body posture when turning; the wheelbase and load range of trucks and buses are larger, and the requirements for leaf springs and steering rods are also different. According to the characteristics of the vehicle model, establish the corresponding accurate dynamic simulation model in the simulation software. For complex structural models, more refined mesh division and component modeling may be required. Therefore, obtain the corresponding target dynamic simulation model according to the characteristics of the target vehicle model.

[0106] Adjust the simulated working conditions according to the purpose of the vehicle model and common driving conditions. For example, urban commuter vehicles may pay more attention to low-speed steering and frequent lane changes, while long-distance transport vehicles should focus on high-speed stable steering and heavy-load conditions. Therefore, based on the driving conditions of the target vehicle, the target dynamic simulation model is constrained, and different working conditions are set (such as straight driving, driving on curves of different radii, steering at different speeds, steering during acceleration or deceleration, steering under different road conditions (slippery, rough, etc.)) to meet the steering interference verification under the set driving conditions, ensure that different types of vehicles are subject to different standards, and meet the corresponding requirements during steering interference verification.

[0107] For example, when dealing with the steering interference calibration of small electric vehicles and large pickup trucks, since the battery layout of electric vehicles may affect the center of gravity of the vehicle, and the rear suspension load of pickup trucks varies greatly, it is necessary to highlight these characteristics separately during modeling and set different parameters and working conditions for accurate calibration.

[0108] In this embodiment, various driving conditions under empty and full-load conditions are simulated to check whether there is steering interference between the power steering rod system and the frame, ensuring that the design complies with the requirements of relevant regulations and industry standards for vehicle steering performance and safety.

[0109] The present application provides a vehicle steering interference verification method, device and computer-readable storage medium, which creates a linear, simple and intuitive dynamic simulation digital model through a physical power steering rod system, uses a circular arc dynamic simulation curve to characterize the leaf spring in the power steering rod system, and inputs the arc height change parameter value that characterizes the vehicle in the empty and full load change process into the circular arc dynamic simulation curve to realize the dynamic simulation of the vehicle empty and full load change process and improve the accuracy of the simulation. In addition, the power steering rod system is subjected to motion simulation to determine the swing angle of the steering arm in the power steering rod system; through the functional relationship between the steering wheel center spoke and the swing angle of the steering rocker arm in the power steering rod system, the dynamic swing angle of the steering gear arm or the dynamic deflection angle change of the steering wheel in the empty and full load change process is accurately described, so as to quickly judge and optimize the power steering rod system and control the interference amount within the minimum reasonable range.

[0110] Based on the same application concept as the above method, the embodiment of the present application also proposes a vehicle steering interference calibration device, such as Figure 6 shown.

[0111] The device comprises:

[0112] A parameter setting module 602 is used to set an arc height variation parameter value for a leaf spring in a dynamic simulation digital model created based on a power steering system of a vehicle, so as to simulate the empty and full-load variation process of the vehicle, wherein the leaf spring is characterized by an arc dynamic simulation curve in the dynamic simulation digital model;

[0113] A power simulation module 604, used for performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage;

[0114] The steering interference verification module 606 is used to determine the actual deflection angle of the steering wheel through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage, and output it as the steering linkage interference amount.

[0115] The implementation process of the functions and effects of each module / submodule / unit in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, and the same technical effect can be achieved, so it will not be repeated here.

[0116] Figure 7 The schematic diagram of the physical structure of a vehicle steering interference calibration device is shown as an example. Figure 7 As shown, the vehicle steering interference calibration device may include: a processor 810, a communication interface 820, a memory 830 and a communication bus 840, wherein the processor 810, the communication interface 820 and the memory 830 communicate with each other through the communication bus 840. The processor 810 may call the logic instructions in the memory 830 to execute the vehicle steering interference calibration method.

[0117] In addition, the logic instructions in the above-mentioned memory 830 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0118] On the other hand, the present application also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the vehicle steering interference verification method provided by the above-mentioned methods.

[0119] On the other hand, the present application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the computer program is executed by a processor to execute the vehicle steering interference verification method provided by the above methods.

[0120] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without causing conflicts. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the drawings; all modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application should be included in the scope of protection of this application.

Claims

1. A vehicle steering interference verification method, characterized in that: The method comprises: Setting an arc height variation parameter value for a leaf spring in a dynamic simulation digital model created based on a power steering system of a vehicle to simulate the empty and full-load variation process of the vehicle, wherein the leaf spring is characterized by an arc dynamic simulation curve in the dynamic simulation digital model; Performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage; The actual deflection angle of the steering wheel is determined through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage, and is output as the steering linkage interference amount.

2. The vehicle steering interference verification method according to claim 1, characterized in that: The dynamic simulation digital model is obtained by a simulation digital model creation method, and the digital model creation method includes: Based on the plane assembly drawing of the power steering rod system, using the constraint function of the three-dimensional software, a three-dimensional dynamic digital model of the power steering rod system is established; Based on the motion trajectory of each component in the power steering rod system, the three-dimensional dynamic digital model is simplified and displayed in the form of lines, wherein a spline curve is used as the circular arc dynamic simulation curve of the leaf spring; The motion constraints of each line and the kinematic pairs of each hinge point are defined to create the dynamic simulation digital model.

3. The vehicle steering interference verification method according to claim 2, characterized in that: The digital model creation method also includes: A plane assembly drawing drawn based on two-dimensional software is imported, wherein the plane assembly drawing contains key components related to power steering in the power steering linkage, wherein the key components include a leaf spring, an axle including a steering knuckle arm, a steering gear, and a steering tie rod.

4. The vehicle steering interference verification method according to claim 2, characterized in that: The method of using a spline curve as the circular arc dynamic simulation curve of the leaf spring comprises: Acquire a control point determined according to the load-deformation characteristics of the leaf spring; The basic spline curve is adjusted based on the position and quantity information of the control points to simulate the leaf spring.

5. The vehicle steering interference verification method according to claim 1, characterized in that: The method of performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage comprises: According to a preset number of simulation steps, the power steering linkage is subjected to motion simulation to determine the swing angle of the steering drop arm in the power steering linkage.

6. The vehicle steering interference verification method according to claim 1, characterized in that: After determining the actual deflection angle of the steering wheel through the functional relationship between the center spoke of the steering wheel and the swing angle of the steering rocker arm in the power steering linkage and outputting it as the steering linkage interference amount, the method further includes: When it is determined that the steering linkage interference does not meet the standard interference requirement, relevant parameters of components in the dynamic simulation digital model are adjusted to minimize the steering linkage interference.

7. The vehicle steering interference verification method according to claim 6, characterized in that: The adjusting of the relevant parameters of the components in the dynamic simulation digital model includes: Adjust the length parameter of the steering drop arm in the dynamic simulation digital model.

8. The vehicle steering interference verification method according to claim 1, characterized in that: Performing motion simulation on the power steering linkage to determine the swing angle of the steering drop arm in the power steering linkage includes: Obtaining a target dynamic simulation digital model corresponding to the model characteristics of the target vehicle; Based on the driving condition of the target vehicle, constraining the target dynamic simulation digital model; A motion simulation is performed based on the constrained target dynamic simulation digital model to determine the swing angle of the steering drop arm in the power steering linkage.

9. A vehicle steering interference calibration device, characterized in that: It includes a memory, a processor and a vehicle steering interference calibration program stored in the memory and executable on the processor. When the processor executes the vehicle steering interference calibration program, the steps of the vehicle steering interference calibration method as described in any one of claims 1 to 8 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a vehicle steering interference verification program, which, when executed, implements the steps of the vehicle steering interference verification method according to any one of claims 1 to 8.

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