Bumpy road design method and bumpy road

Abstract

The invention discloses a bumpy road design method and a bumpy road. The bumpy road design method comprises the steps that according to a hysteresis coefficient change curve and a first height change curve, a second height change curve of a stress release zone corresponding to the hysteresis coefficient change curve is obtained by combining wheel displacement information conversion; and obtaining the maximum value of the hysteresis coefficient of the vehicle and the first height value of the stress release zone corresponding to the maximum value of the hysteresis coefficient according to the second height change curve. In the roadblock array, the heights of the stress release zones are gradually reduced in the set direction, and the heights of at least two stress release zones are larger than or equal to a first height value. According to the bumpy road design method, the release of the assembly stress of the vehicle is facilitated, and the precision of four-wheel positioning detection and correction is ensured. And furthermore, the assembly stress of vehicles of different vehicle types or different production line types can be fully released, so that the assembly stress release precision of the vehicles is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle stress release, and in particular to a bumpy road design method and a bumpy road. Background Art

[0002] In the vehicle field, four-wheel alignment tests are often required. Four-wheel alignment tests can help tires run normally and reduce uneven wear, which is to increase tire life. At the same time, accurate four-wheel alignment parameters can improve vehicle handling performance, help vehicles avoid the risk of deviation and reduce directional swing. Therefore, in the off-line monitoring of the whole vehicle, the adjustment of four-wheel alignment parameters is a very important part.

[0003] At the same time, after the vehicle's suspension parts are assembled, there is assembly stress between the suspension components. If a vehicle with strong assembly stress is directly adjusted for the four-wheel alignment parameters off the line, then even after the four-wheel alignment parameters are adjusted, when the vehicle is used for actual driving, as the mileage increases, the four-wheel alignment parameters caused by the vehicle operation process will change due to the influence of assembly stress, such as the height difference between the left and right wheels, the toe-in or the camber angle, etc., which will cause deviation or directional swing, affecting the normal driving of the vehicle. Therefore, before the four-wheel alignment test, the assembly stress must be fully released.

[0004] In the related art, most automobile manufacturers currently use the method of releasing suspension stress by passing the vehicle through a bumpy road after the vehicle rolls off the production line, and the design of the bumpy road mostly uses a uniform higher height bumpy road to fully release the stress. However, the above-mentioned assembly stress elimination method has the following defects: on the one hand, in the actual elimination process of assembly stress, the assembly stress of vehicles of different models, production lines, etc. is different, and when these vehicles pass through the same bumpy road, it may cause the vehicle with smaller assembly stress to be excessively released, increasing the hysteresis of the vehicle, resulting in excessive hysteresis affecting the four-wheel alignment detection. Vehicles with excessive assembly stress may find it difficult to fully release the assembly stress due to the insufficient height of the bumpy road, resulting in the inadequate release of the assembly stress affecting the four-wheel alignment detection correction. On the other hand, as the vehicle travels on the bumpy road, the assembly stress continues to decrease, but due to the setting of the bumpy road at the same height, it is still necessary to travel through a higher bumpy road when the assembly stress is small, resulting in an increase in hysteresis caused by the full release of the assembly stress, which is not conducive to improving the accuracy of the four-wheel alignment detection correction. Summary of the invention

[0005] The present application provides a bumpy road design method and a bumpy road. The bumpy road design method is conducive to accurately releasing the assembly stress of the vehicle, avoiding excessive influence of excessive assembly stress on hysteresis, and ensuring the accuracy of four-wheel alignment detection and correction. Further, it is conducive to realizing the design of bumpy roads for different models, achieving full release of assembly stress of vehicles of different vehicle types or different production line types, thereby improving the assembly stress release accuracy of the vehicle.

[0006] The technical solution is as follows:

[0007] According to a first aspect of an embodiment of the present application, a bumpy road design method is provided. The bumpy road includes a road surface and a plurality of stress release zones arranged on the road surface.

[0008] Bumpy road design methods include:

[0009] The corresponding hysteresis coefficient variation curve is obtained according to the wheel displacement information of the vehicle and the load information of the vehicle.

[0010] A first height variation curve of the stress release band required for stress release is obtained according to the wheel displacement information and the preset stress release band height information corresponding to the wheel displacement information.

[0011] According to the hysteresis coefficient variation curve and the first height variation curve, the second height variation curve of the stress release zone corresponding to the hysteresis coefficient variation curve is obtained by conversion in combination with the wheel displacement information.

[0012] The maximum hysteresis coefficient of the vehicle and the first height value of the stress release zone corresponding to the maximum hysteresis coefficient are obtained according to the second height variation curve.

[0013] A plurality of stress release bands are arranged at intervals on the road surface along a set direction to form a roadblock array, and in the roadblock array, the heights of the plurality of stress release bands are gradually reduced along the set direction, and the heights of at least two stress release bands are greater than or equal to a first height value.

[0014] The technical solution provided by the embodiments of the present application may have the following beneficial effects:

[0015] According to the hysteresis coefficient variation curve and the first height variation curve, the second height variation curve of the stress release zone corresponding to the hysteresis coefficient variation curve is obtained by conversion in combination with the wheel displacement information, that is, the corresponding relationship between the hysteresis coefficient and the bumpy road height can be obtained, there is a hysteresis coefficient corresponding to a bumpy road height, and there is a hysteresis coefficient variation range corresponding to the corresponding range of the bumpy road height. In this way, by making the height of the stress release zone greater than or equal to the first height value, the assembly stress of the vehicle suspension when the hysteresis is maximum can be fully released. Furthermore, the setting of two such stress release zones can increase the number of assembly stress releases, thereby improving the release quality of assembly stress. In addition, the bumpy road setting from high to low makes the assembly stress reduced after the vehicle passes through the stress release zone of the first height value H1. At this time, in order to ensure that the hysteresis is not affected, a lower stress release zone can be used, which can release the assembly stress while avoiding the large hysteresis caused by passing through the high bumpy road, thereby improving the release accuracy of the assembly stress. In addition, bumpy roads can be designed according to different vehicle models or production lines to achieve the release of different assembly stresses between different vehicles and reduce the generation of hysteresis, thereby improving the accuracy of assembly stress release and reducing hysteresis damage to vehicle models.

[0016] The following is a further description of the technical solution:

[0017] In one of the embodiments, the bumpy road design method further includes: within a preset wheel displacement range, the greater the displacement of the wheel displacement information, the greater the hysteresis coefficient change curve.

[0018] And / or, the bumpy road design method further includes: within a preset wheel displacement range, the greater the bumpy road height information is, the greater the displacement of the wheel displacement information is.

[0019] And / or, the bumpy road design method further includes: within a preset wheel displacement range, the smaller the hysteresis coefficient information is, the smaller the bumpy road height information is.

[0020] In one embodiment, the roadblock array includes at least two sub-arrays arranged in sequence along a set direction.

[0021] The design process of the roadblock array includes:

[0022] The subarray includes at least two stress release bands of equal height, and the height of the stress release band of at least one subarray is greater than or equal to the first height value, and the heights of the stress release bands of different subarrays are different.

[0023] In one embodiment, the at least two sub-arrays include a first sub-array and a second sub-array arranged in a predetermined direction with an interval from the first sub-array.

[0024] The design process of the roadblock array includes: making the height of the stress release belt of the first sub-array greater than or equal to the first height value, and making the height of the stress release belt of the second sub-array less than the height of the stress release belt of the first sub-array.

[0025] In one embodiment, the bumpy road design method further includes obtaining a minimum hysteresis coefficient of the vehicle and a second height value of the stress release band corresponding to the minimum hysteresis coefficient according to the second height change curve, and the height of the stress release band of the second subarray is greater than or equal to the second height value. The first height value is greater than the second height value.

[0026] In one of the embodiments, the roadblock array further includes a third sub-array disposed between the first sub-array and the second sub-array along a set direction.

[0027] The design process of the roadblock array also includes:

[0028] The height of the stress release band of the third subarray is equal to the third height value. The third height value is less than the first height value and greater than the second height value, so that the height of the stress release band of the third subarray is less than the height of the stress release band of the first subarray, and the height of the stress release band of the third subarray is greater than the height of the stress release band of the second subarray.

[0029] In one embodiment, the bumpy road design method further includes:

[0030] Gets the vehicle's tire size.

[0031] The spacing distances between the multiple stress release bands are designed according to the tire size, so that when at least one wheel travels between two adjacent stress release bands, the lowest point of the wheel can abut and cooperate with the lowest plane of the bumpy road.

[0032] According to a second aspect of an embodiment of the present application, a bumpy road is provided, which is obtained by the bumpy road design method in the above embodiment, and the bumpy road includes a road surface and a plurality of stress release belts arranged on the road surface. The plurality of stress release belts are arranged on the road surface at intervals along a set direction to form a roadblock array. In the roadblock array, the heights of the plurality of stress release belts gradually decrease along the set direction, and the heights of at least two of the stress release belts are greater than or equal to a first height value.

[0033] The technical solution provided by the embodiments of the present application may have the following beneficial effects:

[0034] Thus, the bumpy road designed by the bumpy road design method in the above embodiment ensures that when a vehicle passes through the bumpy road, the assembly stress is fully released without causing excessive hysteresis, thereby improving the accuracy of the four-wheel alignment detection and correction. Furthermore, the bumpy road composed of stress release strips of different heights can release the corresponding different assembly stresses of the vehicle at different stages, which is conducive to reducing the generation of hysteresis, improving the accuracy of assembly stress release, and reducing hysteresis damage to the vehicle model.

[0035] The following is a further description of the technical solution:

[0036] In one embodiment, the roadblock array includes at least two sub-arrays arranged in sequence along a set direction, the sub-arrays include at least two stress release bands of equal height and spaced apart, and the height of the stress release band of at least one sub-array is greater than or equal to a first height value, and the heights of the stress release bands of different sub-arrays are different.

[0037] In one embodiment, the at least two sub-arrays include a first sub-array and a second sub-array spaced apart from the first sub-array along a set direction.

[0038] The first height value is H1, the height of the stress release band of the first subarray is T1, and the height of the stress release band of the second subarray is T2. T1 ≥ H1, T2

[0039] In one embodiment, the minimum hysteresis coefficient of the vehicle and the second height value of the bumpy road corresponding to the minimum hysteresis coefficient are obtained according to the second height variation curve, wherein the second height value is H2, H1>H2, T2≥H2, T1>T2.

[0040] In one embodiment, the roadblock array further includes a third sub-array disposed between the first sub-array and the second sub-array, wherein the height of the stress release band in the third sub-array is T3, and T1>T3>T2.

[0041] In one embodiment, the spacing between two adjacent stress release bands in the first subarray is equal. The spacing between two adjacent stress release bands in the second subarray is equal. The spacing between two adjacent stress release bands in the third subarray is equal.

[0042] And / or, T1 = between 40 mm and 90 mm.

[0043] And / or, T2 = between 5mm and 30mm.

[0044] In one embodiment, a first distance between two adjacent stress release bands in the first sub-array is L1, where L1 = 400 mm to 1200 mm;

[0045] ​and / or, a second distance between two adjacent stress release bands in the second sub-array is L2, L2=400 mm to 1200 mm;

[0046] And / or, a third distance between two adjacent stress release bands in the third sub-array is L3, where L3=400 mm to 1200 mm.

[0047] In one embodiment, L1=500mm-800mm. And / or, L3=900mm-1200mm. And / or, L2=400mm-600mm. And / or, L2 <L1<L3。

[0048] In one embodiment, the total length of the first sub-array is P1, where P1 = 3000 mm to 6000 mm.

[0049] And / or, the total length of the second subarray is P2, P2=1000 mm to 3000 mm.

[0050] And / or, the total length of the third subarray is P3, P3=1000 mm to 3000 mm.

[0051] In one embodiment, the number of stress relief bands in the first sub-array is 4 to 10. The number of stress relief bands in the second sub-array is 2 to 4. The number of stress relief bands in the third sub-array is 2 to 4.

[0052] And / or, the number of stress relief strips in the first sub-array is greater than the number of stress relief strips in the second sub-array, and greater than the number of stress relief strips in the third sub-array.

[0053] In one embodiment, two groups of roadblock arrays are arranged on the road surface. The two groups of roadblock arrays include a first roadblock array and a second roadblock array. The first roadblock array and the second roadblock array are arranged in parallel and staggered.

[0054] In one embodiment, the first spacing L1 between any two adjacent stress release bands in the first roadblock array is equal, and the second spacing L2 between any two adjacent stress release bands in the second sub-array is equal.

[0055] The distance between the initial stress release band in the first roadblock array and the initial stress release band in the second roadblock array is the fourth spacing L4. The distance between the initial stress release band in the first roadblock array and the initial stress release band in the second roadblock array is the fourth spacing. Among them, the fourth spacing is L4; L4: L1 = 1:4 ~ 3:4.

[0056] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0058] Figure 1 Schematic diagram of the structure of a bumpy road shown in one embodiment.

[0059] Figure 2 FIG. 1 is a schematic diagram of the structure of a vehicle in one embodiment.

[0060] Figure 3 Schematic diagram of the process of a bumpy road design method shown in one embodiment.

[0061] Figure 4 for Figure 1 Schematic diagram of the structure of the stress relief belt obtained by the bumpy road design method shown in FIG.

[0062] Figure 5 for Figure 3 A schematic flow chart of a method for obtaining a second stress relief zone in an example shown in FIG.

[0063] Figure 6 for Figure 3 A schematic flow chart of a method for obtaining a third stress relief zone in an example shown in FIG.

[0064] Figure 7 FIG. 4 is a schematic flow chart of a method for designing the spacing between stress release bands shown in one embodiment.

[0065] Figure 8 for Figure 1 Schematic diagram of the structure of the roadblock array shown in .

[0066] Description of reference numerals:

[0067] 100, bumpy road; 110, road surface; 120, stress release belt; 1201, first stress release belt; 1202, second stress release belt; 1203, third stress release belt; 121, roadblock array; 121a, first roadblock array; 121b, second roadblock array; 1211, first sub-array; 1212, second sub-array; 1213, third sub-array; 200, vehicle. DETAILED DESCRIPTION

[0068] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0069] Generally, there are assembly gaps and assembly static friction between the vehicle suspension and the vehicle body, which affect the installation accuracy between the vehicle suspension and the vehicle body and increase the assembly stress of the vehicle. If the vehicle suspension and the vehicle body are not installed properly and the assembly stress is too large, even if the vehicle has undergone parameter detection and correction of the four-wheel alignment, it is still easy for the four-wheel alignment parameters to change after the correction due to excessive assembly stress, which will cause the positioning of the vehicle suspension to change, and easily cause driving failures such as deviation, increasing the risk of driving.

[0070] In the related technology, the current design of bumpy roads mostly adopts a higher bumpy road of the same height to fully release the assembly stress of the vehicle suspension, and the assembly stress release of all vehicles is released through the same bumpy road. This method is difficult to be applied to the characteristic and precise release of assembly stress of vehicles of different models or production lines. On the other hand, the setting of the same height leads to excessive stress release in the later driving process, which causes increased vehicle hysteresis, which affects the detection and correction effect of the four-wheel alignment, and is not conducive to improving the quality of the whole vehicle leaving the factory or off-line maintenance.

[0071] Based on this, the present application provides a bumpy road 100, such as Figure 1 As shown, it includes a road surface 110 and a plurality of stress release strips 120 arranged on the road surface 110. The plurality of stress release strips 120 can be arranged on the road surface 110 in sequence and at intervals along a set direction. The set direction can be the driving direction of the vehicle 200, including a forward direction, a backward direction, a turning direction, or a combination thereof. Among them, the height of the stress release strip 120 and the length of the road surface 110 can be designed by the bumpy road 100 design method.

[0072] Specifically, Figures 2 to 3 As shown, the bumpy road design method includes:

[0073] The corresponding hysteresis coefficient variation curve is obtained according to the wheel displacement information S of the vehicle and the load information of the vehicle. Specifically, the wheel displacement information S is the relative height between the wheel center and the wheel arch of the vehicle along the height direction of the vehicle.

[0074] Generally, vehicle load information refers to the vehicle weight or the weight of the items carried by the vehicle. Due to the four-wheel suspension of the vehicle, which has components such as shock absorbers and springs, there is a certain gap between the wheel center and the wheel arch of the wheel. Different vehicle loads will have different effects on this gap. For example, when carrying heavier items, this gap is smaller; conversely, when carrying lighter items, this gap is larger. Theoretically, if the vehicle travels through a stress release zone with a height value of X, the four-wheel suspension of the vehicle will also be raised to a height value of X. However, in actual situations, due to the stress influence between the four-wheel suspensions of the vehicle, the four-wheel suspension of the vehicle can only be raised to a height value of Y (Y height value < X height value). The difference between the theoretically raised height value and the actual raised height value can be considered as the hysteresis value of the vehicle suspension. That is to say, when a vehicle with the same load travels back and forth through the same test stress release zone (the height of the test stress release zone is known) multiple times, there is a range of changes in the gap between the wheel center and the wheel arch (i.e., vehicle displacement information). It can be considered that the change amount of the vehicle displacement information at this time is related to the hysteresis value of the vehicle under this load. When vehicles with different loads travel back and forth through the same test stress release zone (the height of the test stress release zone is known) multiple times, the hysteresis values of the vehicles under different loads are obtained at this time, and the change range of the hysteresis coefficient is obtained from the change range of the hysteresis coefficient, and the hysteresis coefficient change curve is obtained from the change range of the hysteresis coefficient. In addition, based on the fact that the change value of the vehicle load relative to the vehicle weight itself is not large. Therefore, in some embodiments, this hysteresis coefficient change curve can be considered as the corresponding relationship between the vehicle displacement information and the hysteresis coefficient, and different vehicle displacement information can correspond to a hysteresis coefficient.

[0075] According to the wheel displacement information S and the preset stress release zone height information corresponding to the wheel displacement information S, the first height change curve of the stress release zone required for stress release is obtained. That is to say, based on a vehicle with the same load traveling through preset stress release zones with different heights, the wheel displacement information of the vehicle at preset stress release zones with different heights can be obtained. In this way, a functional relationship of the bumpy road height information can be established based on the known preset stress release zone height and the wheel displacement information. This functional relationship of the bumpy road height information can reflect that different heights of the stress release zone correspond to wheel displacement values.

[0076] According to the hysteresis coefficient variation curve and the first height variation curve, the second height variation curve of the stress release zone corresponding to the hysteresis coefficient variation curve is obtained by conversion in combination with the wheel displacement information S. That is, the hysteresis coefficient variation curve obtained based on the wheel displacement information and the wheel load information is equivalent to obtaining the corresponding relationship between the hysteresis coefficient and the wheel displacement information. Then, the bumpy road height information is obtained based on the wheel displacement information and the preset stress release zone height information, which is equivalent to obtaining the corresponding relationship between the vehicle displacement information and the bumpy road height. By combining the two corresponding relationships, the corresponding relationship between the hysteresis coefficient and the bumpy road height can be obtained. There is a hysteresis coefficient corresponding to a bumpy road height, and there is a hysteresis coefficient variation range corresponding to the corresponding range of the bumpy road height. This relationship corresponds to the second height variation curve.

[0077] Combination Figure 4 As shown, the maximum hysteresis coefficient of the vehicle and the first height value of the stress release zone corresponding to the maximum hysteresis coefficient are obtained according to the second height change curve.

[0078] It is understandable that in order to ensure that the assembly stress is fully released, the bumpy road surface with the optimal height should exceed the first height value H1 corresponding to the maximum value of the hysteresis coefficient. Otherwise, the assembly stress will not be fully released, resulting in excessive assembly stress and inaccurate four-wheel alignment detection and correction.

[0079] The bumpy road is designed according to the first height value: multiple stress release belts are arranged on the road surface at intervals along the set direction to form a roadblock array, and in the roadblock array, the height of the multiple stress release belts is gradually reduced along the set direction, and the height of at least two stress release belts is greater than or equal to the first height value. It can be understood that the hysteresis value tends to be stable after increasing to a certain value, and at the same time, even if the height of the bumpy road is higher, it will not make the hysteresis value exceed its maximum value. In this way, the height of the stress release belt is greater than or equal to the first height value, and the assembly stress of the vehicle suspension when the hysteresis is maximum can be fully released. Furthermore, the setting of two stress release belts can increase the number of assembly stress releases, thereby improving the release quality of assembly stress. In addition, the bumpy road is set from high to low, so that when the vehicle passes through the stress release belt of the first height value H1, the assembly stress is reduced. At this time, in order to ensure that the hysteresis is not affected, a lower stress release belt can be used, which can release the assembly stress while avoiding the large hysteresis caused by passing through the high bumpy road, thereby improving the release accuracy of the assembly stress.

[0080] That is, the above method is conducive to determining the height of the bumpy road when the hysteresis coefficient of the vehicle is the largest, ensuring that the assembly stress is fully released without causing excessive hysteresis, thereby improving the accuracy of four-wheel alignment detection and correction. In addition, the bumpy road can be designed according to different models or production lines to achieve the release of different assembly stresses between different vehicles and reduce the generation of hysteresis, thereby improving the accuracy of assembly stress release and reducing hysteresis damage to the model.

[0081] It should be noted that the relationship between the hysteresis coefficient and the wheel displacement information, as well as the relationship between the wheel displacement information and the bumpy road height information, may present different trends and be applied according to different experimental data.

[0082] In some embodiments, a certain section is selected so that: within the preset wheel displacement range, the greater the displacement of the wheel displacement information, the greater the hysteresis coefficient change curve. In this way, generally, the hysteresis coefficient will increase with the increase of displacement, and the selection of this section represents that the data is more accurate, which is conducive to accurately obtaining the relationship between the bumpy road height and the hysteresis coefficient, thereby accurately designing the bumpy road height.

[0083] Furthermore, in some other embodiments, a certain section may be selected, and within the preset wheel displacement range, the greater the bumpy road height information, the greater the displacement of the wheel displacement information. It is understandable that the higher the bumpy road height, the greater the impact force on the vehicle suspension, so the assembly stress at this time is difficult to cope with the large impact force, the impulse between the components of the vehicle suspension is large, so that the gap between the components is reduced, and the resulting wheel displacement is large. In this way, selecting this section for calculation is conducive to improving the calculation accuracy of the relationship between the wheel displacement information and the bumpy road height, thereby improving the calculation accuracy of the bumpy road height and the hysteresis coefficient.

[0084] In addition, in one example, similarly, a certain section can be selected so that: within the preset wheel displacement range, the smaller the hysteresis coefficient variation curve is, the smaller the bumpy road height information is. It can be understood that the smaller the bumpy road height is, the smaller the relative height between the wheel center and the wheel arch is, that is, the smaller the hysteresis coefficient is. In this way, based on this rule, selecting this section for calculation is conducive to improving the calculation accuracy of the relationship between the wheel displacement information and the bumpy road height, thereby improving the calculation accuracy of the bumpy road height and the hysteresis coefficient.

[0085] It should be noted that the design of the stress release zones from high to low in the bumpy road can be achieved by a decreasing distribution between the heights of each stress release zone, or by forming unit groups and achieving a decreasing height distribution between the unit groups.

[0086] In combination with any embodiment of the above-mentioned bumpy road design method, the roadblock array 121 includes at least two sub-arrays arranged in sequence along a set direction. Specifically, the design process of the roadblock array includes:

[0087] The subarray includes at least two stress release bands of equal height, and the height of the stress release band of at least one subarray is greater than or equal to the first height value H1, and the heights of the stress release bands of different subarrays are different.

[0088] That is, the roadblock array includes at least two sub-arrays, and the heights of the stress release bands between different sub-arrays are different, thereby forming at least two levels of assembly stress release. Among them, the height of the stress release band in one sub-array corresponds to the first height value H1, so as to achieve full release of the highest assembly stress; the height of the stress release band in other sub-arrays corresponds to less than the first height value H1, so as to achieve full release of smaller assembly stress. Through at least two levels of assembly stress release, it is beneficial to ensure full release of assembly stress while avoiding the occurrence of excessive hysteresis caused by excessive height of the stress release band. Furthermore, each sub-array has at least two stress release bands, which can achieve sufficient stress release times in each level of assembly stress release process, thereby improving the quality of stress release.

[0089] It should be noted that, for the sub-array whose stress release band height is less than the first height value H1, the height selection of the stress release band can be designed by randomly selecting height values ​​corresponding to other hysteresis values ​​in the second height change curve. There are multiple selection combinations and no excessive restrictions are made here.

[0090] In combination with any of the embodiments of the roadblock array in the above embodiments, Figure 1 and Figure 4 As shown, at least two of the sub-arrays include a first sub-array 1211 and a second sub-array 1212 arranged in a set direction at intervals from the first sub-array 1211. The at least two stress release bands 120 include a first stress release band 1201 and a second stress release band 1202. Specifically, the first sub-array 1211 is provided with at least two first stress release bands 1201 of the same height. The second stress release band 1202 is provided with at least two second stress release bands 1202 of the same height. The height of the first stress release band 1 is T1. The height of the second stress release band 2 is T2.

[0091] Bumpy road design methods also include:

[0092] Combination Figures 4 to 5 As shown, the design process of the roadblock array includes: making T1 ≥ H1, T2

[0093] ​It is understandable that when the vehicle 200 passes through the first stress release belt 1201, the assembly stress is properly released. As the vehicle 200 travels through several first stress release belts 1201, the assembly stress can be fully released. If the first stress release belt 1201 continues to travel, the assembly stress will be excessively released, resulting in hysteresis. In this embodiment, the second stress release belt 1202 is provided, so that the smaller assembly stress can be further released without causing too much hysteresis, thereby improving the quality of assembly stress release and facilitating better subsequent four-wheel alignment.

[0094] Furthermore, by setting the second stress release belt 1202, it is possible to always keep the assembly stress released, and ensure that the assembly stress is released in place. In addition, as multiple vehicles 200 travel through several first stress release belts 1201, the assembly stress can be fully released. At this time, the hysteresis values ​​of multiple vehicles 200 are discretely distributed, and then by traveling through the second stress release belt 1202, the hysteresis values ​​of the vehicles 200 can be convergently distributed, improving the standardized production quality of the vehicle production line, so that the assembly stress release degree of the vehicles 200 passing through and the final hysteresis value are relatively close and within the error.

[0095] Further, in combination with any embodiment of the above road barrier array, the bumpy road design method further includes:

[0096] Combination Figure 4 and Figure 6 As shown, the minimum hysteresis coefficient of the vehicle and the second height value of the stress release band corresponding to the minimum hysteresis coefficient are obtained according to the second height variation curve, and the height of the second stress release band of the second sub-array is T2.

[0097] Among them, the second height value is H2, H1>H2, T2≥H2, T1>T2.

[0098] It can be understood that the height of the stress release band corresponding to the minimum assembly stress to be released is obtained through the second hysteresis coefficient (that is, the minimum value of the hysteresis coefficient). That is, when the height of the stress release band is less than the second height value, it will lead to the problem of inadequate stress release. Therefore, by T2≥H2, it can ensure that the minimum assembly stress is fully released, thereby improving the effect of four-wheel alignment detection and correction.

[0099] It should be noted that the bumpy road 100 can be designed with multiple sub-arrays to achieve multi-level assembly stress release adjustment. For example, if there are four sub-arrays, four-level assembly stress release adjustment can be achieved. In addition, the spacing between the stress release bands 120 in the sub-arrays can be various, which can be selected according to different vehicle models or needs, and no excessive restrictions are made here.

[0100] Specifically, in some embodiments, Figure 4 The bumpy road 100 is provided with at least three types of stress release belts 120. The at least three types of stress release belts 120 also include a third stress release belt 1203. The roadblock array 121 also includes a third sub-array 1213 disposed between the first sub-array 1211 and the second sub-array 1212.

[0101] Among them, the height of the stress release zone in the third subarray is T3, T1>T3>T2. It should be noted that T3 can be arbitrarily selected between T1 and T2, or obtained from the second height change curve. In this way, the assembly stress of the vehicle 200 can be released step by step without causing excessive hysteresis, thereby improving the assembly stress release accuracy of the vehicle 200, thereby improving the quality of four-wheel alignment detection and correction. Furthermore, the gradual convergence of the hysteresis value of the suspension of the vehicle 200 can be achieved through the third subarray 1213 and the second subarray 1212, etc., to improve the standardization of different vehicles 200 of the same model.

[0102] In a specific implementation manner, the design process of the roadblock array also includes:

[0103] According to the second height change curve, the first hysteresis coefficient of the vehicle and the third height value of the stress release belt corresponding to the first hysteresis coefficient are obtained. The height of the stress release belt of the third subarray is equal to the third height value. Among them, the third height value is H3, T3=H3. H1>H3>H2, so that T1>T3>T2. In this way, by designing T3 through the second height change curve, the design accuracy of the bumpy road can be improved, which is convenient for the subsequent corresponding vehicle at different stages of the hysteresis value to release the assembly stress in a targeted manner and improve the design accuracy.

[0104] It is understandable that multiple sub-arrays, such as three sub-arrays, four sub-arrays, etc., can be designed according to different design requirements to achieve multi-level assembly stress release. For example, three sub-arrays achieve three-level assembly stress release, and four sub-arrays achieve four-level assembly stress release.

[0105] In some embodiments, Figure 7 As shown, the bumpy road design method also includes:

[0106] Gets the vehicle's tire size.

[0107] The spacing between the multiple stress relief bands is designed according to the tire size, so that: when at least one wheel travels between two adjacent stress relief bands, the lowest point of the wheel can abut and cooperate with the lowest plane of the bumpy road. In other words, the spacing of the stress relief bands can accommodate the tires, so that the vehicle can successfully complete each wheel jump and completely cross the bump height, ensuring that the assembly stress of the vehicle is released in place.

[0108] Further, in one embodiment, Figure 1 As shown, the spacing between two adjacent stress release bands 120 in the first subarray 1211 is equal. The spacing between two adjacent stress release bands 120 in the second subarray 1212 is equal. The spacing between two adjacent stress release bands 120 in the third subarray 1213 is equal. In this way, by making the spacing between the stress release bands 120 in each subarray equal, it can be ensured that in each level of assembly stress release process, the distance traveled by the vehicle 200 on a flat road in any two stress release bands 120 is consistent, ensuring that in the assembly stress release of this level, the effect of hysteresis is basically consistent, and the assembly stress release is basically consistent, thereby improving the accuracy of assembly stress release of the vehicle 200.

[0109] It should be noted that the distance between any two stress release bands 120 can have various sizes and can be adjusted according to actual needs, and no excessive restrictions are made here.

[0110] In some embodiments, Figure 8 As shown, the first distance between two adjacent stress release bands 120 in the first sub-array 1211 is L1, where L1 = 400 mm to 1200 mm.

[0111] And / or, a second distance between two adjacent stress release strips 120 in the second sub-array 1212 is L2, where L2=400 mm to 1200 mm.

[0112] And / or, a third distance between two adjacent stress release strips 120 in the third sub-array 1213 is L3, where L3=400 mm to 1200 mm.

[0113] It is understandable that the spacing between two adjacent stress release bands 120 is set between 400mm and 1200mm, so that the subarray can meet the needs of most wheels on the market to complete the complete wheel jump, while the distance that the vehicle 200 travels on the flat road surface 110 will not be too long, avoiding the effect of increased hysteresis due to the excessive length of the flat road surface 110, thereby ensuring the accuracy of assembly stress release and the accuracy of subsequent four-wheel alignment detection and correction. Furthermore, the length of the bumpy road 100 is reduced, which is more suitable for the site size of factories and other areas.

[0114] In other embodiments, the spacing between two adjacent stress release bands 120 in the first subarray 1211, the second subarray 1212, and the third subarray 1213 is 400 mm to 1200 mm. In this way, it can be ensured that the wheels can complete the complete wheel jump during each level of assembly stress release, and the wheels will not travel too long on the flat road surface 110, reducing the impact of the long driving path on hysteresis. Furthermore, the length of the bumpy road surface 110 is minimized, making the setting of the bumpy road 100 miniaturized.

[0115] In a specific implementation, L1=500mm~800mm. In one example, L1=600mm~700mm. In another example, L1 can be 550mm, 600mm, 650mm, 690mm, 700mm, etc., without too much restriction here. In this way, L1=500mm~800mm can be adapted to the wheel size of most current models, so that the wheel completes a complete wheel hop. At the same time, a certain buffer distance is provided so that the suspension of the vehicle 200 can fully rebound and prepare for the next wheel hop, thereby improving the release accuracy of the assembly stress.

[0116] In other embodiments, L3=900mm~1200mm. In one example, L3=1000mm~1100mm. In another example, L3 can be 1000mm, 1050mm, 1080mm or 1100mm, etc., without too much restriction here. In this way, L3 is 900mm~1200mm, which can adapt to most current wheel sizes, so that the wheel completes the complete wheel jump. Furthermore, L3>L1, when L1 is small, it can provide a more dense release space when the assembly stress is large, so as to reduce the long rebound time of the vehicle 200 suspension caused by the excessive length of L1, that is, to reduce the excessive rebound of the assembly stress. The longer setting of L3 can make the vehicle 200 suspension fully rebound when releasing the smaller assembly stress, so that the hysteresis of multiple vehicles 200 is convergently distributed, thereby improving the quality of stress release.

[0117] In another specific embodiment, L2 = 400 mm to 600 mm. In one example, L2 = 500 mm to 600 mm. In another example, L2 can be 500 mm, 520 mm, 540 mm, 560 mm, 580 mm, or 600 mm, etc., and no excessive limitation is made here. In this way, L2 is 400 mm to 1200 mm, which can adapt to the sizes of most current wheels, enabling the wheels to complete a full wheel jump. Further, L2 < L1. When L1 is larger, a certain amount of rebound buffer space can be fully given to the suspension of vehicle 200, facilitating the subsequent better release of assembly stress. And L2 corresponds to the minimum assembly stress, at which time the rebound buffer space is smaller, the rebound is faster, there is no need for a long planar distance for buffering, the influence of excessive planar distance for buffering on the increase of hysteresis is reduced, and the occupied area of the installation site is reduced.

[0118] In some embodiments, L1 = 500 mm to 800 mm. L3 = 900 mm to 1200 mm. L2 = 400 mm to 600 mm. And, L2 < L1 < L3. In this way, by making the third spacing greater than the first spacing and the second spacing, and the first spacing greater than the second spacing, the accuracy of the step-by-step release of assembly stress can be improved. A moderate buffer space is provided at the first spacing to better release the large assembly stress fully. And at the third spacing, sufficient buffering is carried out so that the hysteresis coefficients of multiple vehicles 200 can converge, improving the production accuracy of this vehicle model. Then, when it comes to the second spacing, the assembly stress is smaller, and the third sub-column with a smaller spacing can be used to release the small assembly stress, and the influence of excessive distance on hysteresis is avoided. Based on this, the quality of the release of assembly stress can be effectively improved, and the increase of hysteresis can be avoided.

[0119] It should be noted that the height of the bumpy road 100 can be determined by the number of stress release bands 120 provided and the spacing between the stress release bands 120.

[0120] In one specific embodiment, referring back Figure 8 , the total length of the first sub-array 1211 is P1, P1 = 3000 mm to 6000 mm. And / or, the total length of the second sub-array 1212 is P2, P2 = 1000 mm to 3000 mm. And / or, the total length of the third sub-array 1213 is P3, P3 = 1000 mm to 3000 mm. In this way, after the sub-arrays of the above dimensions are combined with the first spacing, the second spacing, or the third spacing in the above embodiments, the set length in the sub-array is moderate, the set number is moderate, which can meet the release of assembly stress while the sub-array is not too long, reducing the occupation of the site.

[0121] In another specific embodiment, referring back Figure 8, the number of stress release bands 120 in the first sub-array 1211 is 4 to 10. The number of stress release bands 120 in the second sub-array 1212 is 2 to 4. The number of stress release bands 120 in the third sub-array 1213 is 2 to 4. In this way, the sub-array is provided with this number of stress release bands 120, which is conducive to ensuring that the assembly stress is fully released. Furthermore, after cooperating with the first spacing, the second spacing and the third spacing in the above-mentioned embodiment, the bumpy road 100 can be made not too long, reducing the occupation of the site.

[0122] In one example, the number of the stress release strips 120 in the first sub-array 1211 may be 5, 6, 7 or 8, etc. Thus, within this number range, the large assembly stress can be fully released and reduced.

[0123] In another example, the number of stress release strips 120 in the second sub-array 1212 and the third sub-array 1213 may be 2, 3 or 4. Thus, within this number range, a small assembly stress release can be achieved while achieving hysteresis convergence for multiple vehicles 200, so that the assembly stress of the suspension of the vehicle 200 is closer to the reference value. Furthermore, the number setting will not be too much, and the size of the bumpy road 100 can be reduced.

[0124] In combination with any of the above embodiments of the stress release bands 120, the number of stress release bands 120 in the first sub-array 1211 is greater than the number of stress release bands 120 in the second sub-array 1212, and greater than the number of stress release bands 120 in the third sub-array 1213. It can be understood that when the assembly stress is large, more wheel jumps are required to fully release it compared to a smaller assembly stress. Based on this, the number of stress release bands 120 in the first sub-array 1211 is greater than the number of stress release bands 120 in the second sub-array 1212 and the third sub-array 1213, so that the suspension stress can be fully released in multiple stages, and the length of the bumpy road 100 will not be too long, thereby reducing the occupation of the site.

[0125] In some embodiments, the spacing between the first sub-array 1211, the second sub-array 1212, and the third sub-array 1213 may be the same as any one of the first spacing, the second spacing, or the third spacing, or may be designed according to other dimensions. In one example, the spacing between the first sub-array 1211 and the second sub-array 1212 is P4, where P4 = 1000 mm to 1200 mm. In this way, the size is adapted to the stress buffering of the suspension of the vehicle 200 and is not too long.

[0126] In combination with any of the above embodiments of the first height value and the second height value, Figure 4, T1 = between 40 mm and 90 mm. And / or, T2 = between 5 mm and 30 mm. In this way, the height range can provide sufficient wheel jump height to release assembly stress, while not being too high to cause excessive suspension hysteresis.

[0127] In conjunction with any of the above embodiments of the road surface 110, Figure 8 , the road surface 110 is provided with two groups of roadblock arrays 121. The two groups of roadblock arrays 121 include a first roadblock array 121a and a second roadblock array 121b. The first roadblock array 121a and the second array group are arranged in parallel in an interlaced manner. In this way, through the interlaced arrangement of the roadblock arrays 121, the suspension of the vehicle 200 can be staggered to release the assembly stress, which is conducive to fully stimulating the suspension of the vehicle 200 and achieving the best effect of stress release.

[0128] Further, specifically, in one embodiment, if Figure 8 As shown, the distance between the initial stress release band 120 in the first roadblock array 121a and the initial stress release band 120 in the second roadblock array 121b is a fourth spacing. The fourth spacing is L4;

[0129] L4: L1 = 1:4 to 3:4. In this way, this size ratio is conducive to realizing that the left wheel or the right wheel of the vehicle 200 can be staggered and synchronized when passing through the first roadblock array 121a and the second roadblock array 121b, and the number of left and right wheels passing through the stress release belt 120 at the same time is relatively small, realizing compact excitation of the suspension and facilitating the release of assembly stress.

[0130] In one example, L4:L1=1:3-2:3. In this way, the left and right wheels of the vehicle 200 can realize staggered synchronous driving, while the driving process is more compact and unnecessary bumps on the vehicle 200 are reduced.

[0131] In another example, L4: L1 = 0.3, 0.5, 0.6 or 0.75, etc., which are not limited here. In this way, within this range, the left and right wheels of the vehicle 200 can realize staggered synchronous driving, and the driving process is more compact.

[0132] It should be noted that the calculation of the above-mentioned bumpy road 100 design method can be implemented by CAE calculation software and the like.

[0133] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0134] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application.

Claims

1. A bumpy road design method, characterized in that: The bumpy road includes a road surface and a plurality of stress release belts arranged on the road surface. The bumpy road design method includes: Obtaining a corresponding hysteresis coefficient variation curve according to wheel displacement information of the vehicle and load information of the vehicle; Obtaining a first height change curve of the stress release belt required for stress release according to the wheel displacement information and preset stress release belt height information corresponding to the wheel displacement information; According to the hysteresis coefficient variation curve and the first height variation curve, and in combination with the wheel displacement information, a second height variation curve of the stress release zone corresponding to the hysteresis coefficient variation curve is obtained by conversion; Obtaining a maximum hysteresis coefficient value of the vehicle and a first height value of the stress release zone corresponding to the maximum hysteresis coefficient value according to the second height variation curve; A plurality of the stress release bands are arranged at intervals on the road surface along a set direction to form a roadblock array, and in the roadblock array, the heights of the plurality of the stress release bands gradually decrease along the set direction, and the heights of at least two of the stress release bands are greater than or equal to the first height value.

2. The bumpy road design method according to claim 1, characterized in that: The bumpy road design method further includes: within a preset wheel displacement range, the greater the displacement of the wheel displacement information, the greater the hysteresis coefficient variation curve; And / or, the bumpy road design method further comprises: within a preset wheel displacement range, the greater the bumpy road height information is, the greater the displacement of the wheel displacement information is; And / or, the bumpy road design method further includes: within a preset wheel displacement range, the smaller the hysteresis coefficient information is, the smaller the bumpy road height information is.

3. The bumpy road design method according to claim 1, characterized in that: The roadblock array comprises at least two sub-arrays arranged in sequence along the set direction; The design process of the roadblock array includes: The subarray includes at least two stress release bands of equal height, and the height of the stress release band of at least one subarray is greater than or equal to the first height value, and the heights of the stress release bands of different subarrays are different.

4. The bumpy road design method according to claim 3, characterized in that: The at least two sub-arrays include a first sub-array and a second sub-array spaced apart from the first sub-array along the set direction; The design process of the roadblock array includes: The height of the stress release bands of the first sub-array is greater than or equal to the first height value, and the height of the stress release bands of the second sub-array is less than the height of the stress release bands of the first sub-array.

5. The bumpy road design method according to claim 4, characterized in that: The bumpy road design method also includes obtaining a minimum hysteresis coefficient of the vehicle and a second height value of the stress release band corresponding to the minimum hysteresis coefficient according to the second height change curve, and the height of the stress release band of the second sub-array is greater than or equal to the second height value; wherein the first height value is greater than the second height value.

6. The bumpy road design method according to claim 5, characterized in that: The roadblock array further includes a third sub-array disposed between the first sub-array and the second sub-array along the set direction; The design process of the roadblock array also includes: Make the height of the stress release band of the third subarray equal to the third height value; wherein, the third height value is less than the first height value and greater than the second height value, so that the height of the stress release band of the third subarray is less than the height of the stress release band of the first subarray, and the height of the stress release band of the third subarray is greater than the height of the stress release band of the second subarray.

7. The bumpy road design method according to any one of claims 1 to 6, characterized in that: The bumpy road design method further comprises: Get the vehicle's tire size; The spacing distances between the plurality of stress release bands are designed according to the tire size, so that when at least one of the wheels travels between two adjacent stress release bands, the lowest point of the wheel can abut and cooperate with the lowest plane of the bumpy road.

8. A bumpy road, characterized in that: Obtained by the bumpy road design method according to any one of claims 1 to 7 above, the bumpy road comprises a road surface and a plurality of stress release zones arranged on the road surface; A plurality of the stress release belts are arranged at intervals on the road surface along a set direction to form a roadblock array; Wherein, in the roadblock array, the heights of the plurality of stress release bands gradually decrease along a set direction, and the heights of at least two of the stress release bands are greater than or equal to a first height value.

9. The bumpy road according to claim 8, characterized in that: The roadblock array includes at least two sub-arrays arranged in sequence along the set direction, the sub-arrays include at least two stress release bands of equal height and arranged at intervals, and the height of at least one stress release band of the sub-array is greater than or equal to a first height value, and the heights of the stress release bands between different sub-arrays are different.

10. The bumpy road according to claim 9, characterized in that: The at least two sub-arrays include a first sub-array and a second sub-array spaced apart from the first sub-array along the set direction; The first height value is H1, the height of the stress release band of the first subarray is T1, and the height of the stress release band of the second subarray is T2; T1≥H1, T2 <H1。 11. The bumpy road according to claim 10, characterized in that: Obtaining a minimum hysteresis coefficient value of the vehicle and a second height value of the bumpy road corresponding to the minimum hysteresis coefficient value according to the second height variation curve; Among them, the second height value is H2, H1>H2, T2≥H2, T1>T2.

12. The bumpy road according to claim 11, characterized in that: The roadblock array further includes a third sub-array disposed between the first sub-array and the second sub-array; wherein a height of the stress release band in the third sub-array is T3, and T1>T3>T2.

13. The bumpy road according to claim 12, characterized in that: The distance between two adjacent stress release bands in the first subarray is equal; the distance between two adjacent stress release bands in the second subarray is equal; the distance between two adjacent stress release bands in the third subarray is equal; and / or, T1 = between 40 mm and 90 mm; And / or, T2 = between 5mm and 30mm.

14. The bumpy road according to claim 12, characterized in that: A first distance between two adjacent stress release bands in the first subarray is L1, where L1=400 mm to 1200 mm; And / or, a second distance between two adjacent stress release bands in the second subarray is L2, L2=400mm-1200mm; And / or, a third distance between two adjacent stress release bands in the third sub-array is L3, where L3 = 400 mm to 1200 mm.

15. The bumpy road according to claim 14, characterized in that: L1 = 500 mm ~ 800 mm; and / or, L3 = 900 mm to 1200 mm; and / or, L2=400 mm to 600 mm; and / or, L2 <L1<L3。 16. The bumpy road according to claim 12, characterized in that: The total length of the first subarray is P1, P1=3000mm~6000mm; And / or, the total length of the second subarray is P2, P2=1000mm-3000mm; And / or, the total length of the third subarray is P3, P3=1000 mm to 3000 mm.

17. The bumpy road according to claim 12, characterized in that: The number of the stress release bands in the first subarray is 4 to 10; the number of the stress release bands in the second subarray is 2 to 4; the number of the stress release bands in the third subarray is 2 to 4; And / or, the number of the stress relief strips in the first sub-array is greater than the number of the stress relief strips in the second sub-array, and greater than the number of the stress relief strips in the third sub-array.

18. The bumpy road according to any one of claims 12 to 17, characterized in that: The road surface is provided with two groups of the roadblock arrays; the two groups of the roadblock arrays include a first roadblock array and a second roadblock array; the first roadblock array and the second roadblock array are arranged in an alternating and parallel manner.

19. The bumpy road according to claim 18, characterized in that: The first spacing between any two adjacent stress release bands in the first roadblock array is equal; the second spacing between any two adjacent stress release bands in the second sub-array is equal; the distance between the starting stress release band in the first roadblock array and the starting stress release band in the second roadblock array is the fourth spacing; wherein the fourth spacing is L4; L4: L1 = 1:4~3:4.

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