Complete vehicle durable load development method and device and computer readable storage medium

Abstract

The invention provides a complete vehicle endurance load development method and device and a computer readable storage medium, and the method comprises the steps: building a user simulation model which is built through the data of a target vehicle during the actual road driving, and building a test field simulation model which is built through the data of the target vehicle during the driving in a virtual test field; the vehicle model adaptability problem in the load development process is solved. Performing correlation analysis on the user simulation model and the test field simulation model by using a set load decomposition technology to obtain first load damage of the whole vehicle full channel of the target vehicle in the actual road scene and second load damage of the whole vehicle full channel of the target vehicle in the test field; establishing matching association between the actual road scene and the test field by using an equivalent damage principle; the high-precision load can be decomposed to each part, and the verification mileage of each part corresponding to the whole passage of the whole vehicle is determined according to a matching and associating result; the design load of each part is determined based on the verification mileage, and the load design precision of the parts is improved.

Description

Technical Field

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

[0002] In recent years, the domestic automobile industry has developed rapidly, product competition is fierce, and the demand for refined design of various OEMs is getting higher and higher. The new demand has brought new challenges to the accuracy of endurance load. High-precision endurance load can reduce the weight of the whole vehicle, reduce the cost of the whole vehicle, and improve product competitiveness while meeting user needs.

[0003] Traditional endurance load development is generally carried out by installing sensors, such as acceleration sensors, displacement sensors, strain sensors, etc., on different parts of the vehicle or key components, and by processing and analyzing the data collected by the sensors to determine the test verification method to meet actual development needs.

[0004] However, in the traditional endurance load development process, there are mainly the following technical problems:

[0005] The load collection must be done on real vehicles, and the loads of different vehicle models cannot be universal. For example, after the load collection of light trucks is completed, the load collection of heavy trucks and VAN vehicles is also required;

[0006] The load accuracy is insufficient, and there are cases of over-design or under-design. For example, due to the limitation of sensor data, the load of all components cannot be determined. Due to the influence of sensor layout position, the overall load of components cannot be accurately reflected.

[0007] Therefore, it is urgent to design a new vehicle durability load development method to solve the above problems of traditional load development. Summary of the invention

[0008] In order to overcome the problems existing in the related art, this specification provides a vehicle durability load development method, equipment and computer-readable storage medium.

[0009] According to a first aspect of an embodiment of this specification, a vehicle durability load development method is provided, the method comprising:

[0010] A user simulation model established by acquiring data of a target vehicle traveling on an actual road and a test field simulation model established by acquiring data of the target vehicle traveling in a virtual test field;

[0011] By using the set load decomposition technology, the user simulation model and the test field simulation model are correlated and analyzed to obtain the first load damage of the whole vehicle channel of the target vehicle in the actual road scene and the second load damage of the whole vehicle channel of the target vehicle in the test field;

[0012] Based on the first load damage and the second load damage, establishing a matching association between the actual road scene and the test site using an equivalent damage principle;

[0013] Determine the verification mileage of each component corresponding to the entire vehicle channel based on the matching association results;

[0014] The design load of each component is determined based on the verification mileage.

[0015] According to a vehicle durability load development method provided by the present application, before obtaining the user simulation model established by the data of the vehicle driving on the actual road and the test field simulation model established by the data of the vehicle driving in the virtual test field, the method further includes:

[0016] Obtain the user's road surface characteristics and user operation habits when the target vehicle is driving on the actual road, and create a user simulation model by combining the multi-body dynamics model and the Ftire tire model;

[0017] The test field road surface characteristics and test field operation habits of the target vehicle when driving on the test field are obtained, and the test field simulation model is created by combining the multi-body dynamics model and the Ftire tire model.

[0018] According to a vehicle durability load development method provided in the present application, the load decomposition technology includes a virtual proving ground technology.

[0019] According to a vehicle durability load development method provided by the present application, the matching association between the actual road scene and the test site is established based on the first load damage and the second load damage using the equivalent damage principle, including:

[0020] Taking the first load damage at a set mileage as a target, adjusting the test parameters of the target vehicle in the test field simulation model so that the second load damage is equivalent to the first load damage;

[0021] Determine the test verification specifications based on the adjusted test parameters.

[0022] According to a vehicle durability load development method provided in the present application, the test parameters include test field mileage, proportional distribution of different characteristic roads, and road driving speed.

[0023] According to a vehicle durability load development method provided in the present application, the first load damage and the second load damage correspond to the load damage of the axle head channel of the target vehicle.

[0024] According to a vehicle durability load development method provided by the present application, the verification mileage of each component corresponding to the whole channel of the vehicle is determined according to the matching association result, including:

[0025] After determining the test verification specification of the whole vehicle, determining the reinforcement coefficient of each component based on the damage equivalence principle;

[0026] Based on the set mileage and the reinforcement coefficient of each component, the verification mileage of each component is determined.

[0027] According to a vehicle durability load development method provided in the present application, the strengthening coefficient of each component is determined based on the damage equivalence principle, including:

[0028] The reinforcement coefficient of the shaft head channel is equal to a first ratio of the set mileage to the test field mileage, and the reinforcement coefficient of the whole vehicle is determined;

[0029] The reinforcement coefficient of the target component in the whole vehicle is equal to the product of the second ratio of the load damage borne by the target component in the actual road scene to the load damage borne in the test field and the reinforcement coefficient of the whole vehicle.

[0030] The present application also provides a vehicle durability load development device, including 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 durability load development method described above is implemented.

[0031] 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 method for developing the durability load of a whole vehicle as described in any one of the above is implemented.

[0032] Compared with the current insufficient precision of durable load development of components, the method, device and computer-readable storage medium for developing the durable load of the whole vehicle in the embodiments of this specification solve the problem of vehicle adaptability in the load development process by establishing a user simulation model based on the data of the target vehicle when it is driving on the actual road and a test field simulation model based on the data of the target vehicle driving in the virtual test field. By using the set load decomposition technology, the user simulation model and the test field simulation model are correlated and analyzed to obtain the first load damage of the whole vehicle channel of the target vehicle in the actual road scene and the second load damage of the whole vehicle channel of the target vehicle in the test field; based on the first load damage and the second load damage, the matching association between the actual road scene and the test field is established by using the equivalent damage principle; the high-precision load can be decomposed into each component, allowing the development of durable load for all components of the whole vehicle, and determining the verification mileage of each component corresponding to the whole vehicle channel according to the matching association results; the design load of each component is determined based on the verification mileage to improve the load design accuracy of the component.

[0033] 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

[0034] 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.

[0035] Figure 1 It is a flow chart of a vehicle durability load development method according to an exemplary embodiment of the present specification;

[0036] Figure 2 is another flow chart of a vehicle durability load development method according to an exemplary embodiment of the present specification;

[0037] Figure 3 is a schematic diagram of a user virtual road model fitting process according to an exemplary embodiment of the present specification;

[0038] Figure 4 is a schematic diagram of a virtual road model fitting process of a test site according to an exemplary embodiment of the present specification;

[0039] Figure 5 is a schematic diagram of a process for extracting first load damage of a whole channel of a vehicle according to an exemplary embodiment of the present specification;

[0040] Figure 6 is a schematic diagram of a process for extracting the second load damage of a whole channel of a vehicle according to an exemplary embodiment of the present specification;

[0041] Figure 7 is a schematic diagram of matching association between the test sites in an actual road scene according to an exemplary embodiment of this specification;

[0042] Figure 8 is a schematic diagram of a vehicle endurance load development device according to an exemplary embodiment of the present specification;

[0043] Fig. 9 It is a schematic block diagram of a vehicle endurance load development device according to an exemplary embodiment of the present specification. DETAILED DESCRIPTION

[0044] 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.

[0045] 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.

[0046] The present application provides a vehicle endurance load development 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.

[0047] Traditional endurance load development is generally carried out by installing sensors, such as acceleration sensors, displacement sensors, strain sensors, etc., on different parts of the vehicle or key components, and by processing and analyzing the data collected by the sensors to determine the test verification method to meet actual development needs.

[0048] However, in the traditional endurance load development process, there are mainly the following technical problems:

[0049] The load collection must be done on real vehicles, and the loads of different vehicle models cannot be universal. For example, after the load collection of light trucks is completed, the load collection of heavy trucks and VAN vehicles is also required;

[0050] The load accuracy is insufficient, and there are cases of over-design or under-design. For example, due to the limitation of sensor data, the load of all components cannot be determined. Due to the influence of sensor layout position, the overall load of components cannot be accurately reflected.

[0051] In order to solve the above technical problems, this specification provides a vehicle durability load development method.

[0052] In order to solve the problem of vehicle model adaptability, it is proposed to establish a virtual model of user road characteristics. In order to solve the problem of insufficient load accuracy, it is proposed to use VPG technology (Virtual Proving Ground) to associate the user during actual road driving with the proving ground during driving on the proving ground.

[0053] By establishing a user simulation model, different types of virtual prototype vehicles can be allowed to extract loads on the road surface; by using VPG technology to associate users with the test site, high-precision loads can be decomposed into various components, allowing the development of durable loads for all components of the vehicle.

[0054] Specifically, Figure 1 As shown in the figure, using the user's actual road and test site road surface information and operating habits, combined with the multi-body dynamics model and Ftire tire model, the VPG load decomposition technology can be used to obtain the vehicle full channel load in the actual road scene and test site. Matching and correlation are performed through the damage equivalence principle, considering the actual test operation conditions (test cycle, invalid connection road mileage, etc.), and adjusting the different road surface proportions of the test site, the test method of the equivalent user working condition and the reinforcement coefficient of different components can be obtained for accurate assessment.

[0055] Based on the above process, the vehicle durability load development process described in this article can be divided into the following five steps: ① Building a user simulation model; ② Building a virtual test field simulation model; ③ Extracting the full-channel load of the whole vehicle under actual road scenarios; ④ Extracting the full-channel load of the whole vehicle in the test field; ⑤ Correlation calculation of the full-channel load of the whole vehicle matching the actual road scenario and the test field.

[0056] In this embodiment, compared with the traditional durability load development, the vehicle durability load development method described in this article has the advantages of saving sample vehicles and higher load accuracy.

[0057] The specific contents are as follows:

[0058] Figure 2 This is a flow chart of a vehicle durability load development method provided in an embodiment of this specification, comprising the following steps:

[0059] S100, obtaining a user simulation model established by data of a target vehicle traveling on an actual road and a test field simulation model established by data of the target vehicle traveling in a virtual test field.

[0060] Specifically, in some embodiments, the user's road surface characteristics and user's operating habits when the target vehicle is traveling on an actual road are obtained, and a multi-body dynamics model and a Ftire tire model are combined to create a user simulation model.

[0061] In the actual use of vehicles, users will encounter roads with various road characteristics, such as urban roads, national highways, etc. At the same time, different users have different operating habits when driving vehicles on different roads. Through market research methods such as visits, questionnaires, and big data, data on the road characteristics and user operating habits of target users using vehicles are obtained, such as the average daily mileage, the proportion of different road surfaces, and other information shown in Table 1.

[0062] Table 1:

[0063]

[0064] Through actual surveys, we can obtain the specific characteristics of the user's road surface. Taking urban roads as an example, we need to obtain the proportion of specific characteristics such as intersections, speed bumps, potholes, flat roads, and sloped roads within the average mileage, as well as the corresponding vehicle speeds. For example, as shown in Table 2:

[0065] Table 2:

[0066]

[0067] Through the existing database or real vehicle scanning, the virtual road surface with the road surface characteristics obtained in Table 2 is obtained, and through specific proportion allocation, a complete user virtual road surface model is fitted, such as Figure 3 According to the user's operating habits, a test field simulation model is created using the multi-body dynamics model and the Ftire tire model.

[0068] In other embodiments, the test field road surface characteristics and test field operation habits of the target vehicle when driving on the test field are obtained, and the multi-body dynamics model and the Ftire tire model are combined to create a test field simulation model.

[0069] The test site also has various types of road surfaces. The real test site is scanned by road surface feature scanning equipment and reversed in a 1:1 manner to obtain the test site virtual road model of each characteristic road surface (such as stone road, twisted road, washboard road, cobblestone road, long wave road, short wave road, etc.) of the target test site. Figure 4 As shown in the figure, a test field simulation model is created based on the test field operating habits, using the multi-body dynamics model and the Ftire tire model. Among them, driving habits are obtained through big data statistics and user surveys.

[0070] In this embodiment, the multi-body dynamics model can accurately simulate the movement and interaction of various components of the vehicle. It takes into account the mechanical properties of multiple parts such as the body, suspension system, steering system, and transmission system, and can accurately calculate the force conditions of the vehicle under different working conditions. The Ftire tire model is specifically used to simulate the mechanical behavior of tires, including the contact force between the tire and the road, cornering force, rolling resistance, etc. Combining these two models can more comprehensively analyze the dynamic characteristics of the vehicle during driving, providing a theoretical basis for deriving the full channel load of the vehicle.

[0071] S200, using the set load decomposition technology, performing correlation analysis on the user simulation model and the test field simulation model to obtain a first load damage of the entire vehicle channel of the target vehicle in the actual road scene and a second load damage of the entire vehicle channel of the target vehicle in the test field.

[0072] Using the load decomposition technology of VPG (virtual proving ground), the complex loads on the target vehicle during actual driving are decomposed into specific load values ​​in various directions and locations. Through this decomposition, the load damage of all channels of the whole vehicle is obtained, among which the load damage of each channel corresponds to the load condition borne by each component.

[0073] In some embodiments, Figure 5 As shown, by using the multi-body dynamics model and the Ftire tire model, combined with the user simulation model and user operating habits, and utilizing the VPG (virtual proving ground) load decomposition technology, the first load damage of the entire vehicle channel under the actual road scenario is obtained.

[0074] In other embodiments, Figure 6 As shown, by using the multi-body dynamics model and the Ftire tire model, combined with the test field simulation model and the test field operation habits, the VPG (virtual test field) load decomposition technology is used to obtain the second load damage of the entire channel of the target vehicle in the test field.

[0075] The process of obtaining the second load damage of the whole vehicle channel of the target vehicle in the test field is: obtaining the load damage of the whole vehicle channel on different test field roads, and then determining the second load damage based on the load damage of different roads. This process can be to add the load damage of the same component on different roads to obtain the total load damage of the component in the test field, that is, the second load damage of the component.

[0076] S300: Based on the first load damage and the second load damage, a matching association between the actual road scene and the test site is established using an equivalent damage principle.

[0077] The damage equivalence principle means that under different load conditions, if the degree of damage to vehicle parts can be the same, then these load conditions are equivalent. In practical applications, by analyzing and comparing the damage of vehicle parts under user usage conditions in actual road scenarios and under test field conditions in the test field, the damage equivalence principle is used to establish a matching association between the two. In this way, the life and reliability of vehicle parts under actual user usage can be predicted based on the test results of the test field.

[0078] Specifically, the establishing a matching association between the actual road scene and the test site using an equivalent damage principle based on the first load damage and the second load damage includes:

[0079] S310: Taking the first load damage at a set mileage as a target, adjusting the test parameters of the target vehicle in the test field simulation model so that the second load damage is equivalent to the first load damage.

[0080] Since the load damage of the axle head channel of the target vehicle can reflect the load damage of the entire vehicle, the first load damage and the second load damage are set to correspond to the load damage of the axle head channel of the target vehicle.

[0081] The test parameters described in this article include the mileage of the test site, the proportion of roads with different characteristics, and the road driving speed.

[0082] The mileage of the test site is usually adjusted according to the set mileage in the actual road scenario to reasonably determine the test mileage. For example, if the user's target mileage is 300,000 kilometers, the test site may determine a relatively short test mileage, such as 6,000 kilometers, based on various factors.

[0083] The test site usually contains many different types of road surfaces. Different road surfaces will cause different degrees of load damage to vehicle components. By adjusting the proportion of different road surfaces in the test, different user usage conditions can be simulated. For example, increasing the proportion of cobblestone roads can simulate the user's use under harsh road conditions. This ensures that the damage conditions of the test site are closer to the usage conditions in actual road scenarios.

[0084] In addition, vehicle speed is also an important factor that affects the load damage borne by components. Different users may drive at different speeds on actual roads. In the test field, the vehicle speed needs to be adjusted to simulate the user's actual driving conditions.

[0085] S320, determining the test verification specification according to the adjusted test parameters.

[0086] The data on the proportion of road surface characteristics under the equivalent damage state, the data on road surface driving speed, and the data on the mileage of the test field are determined as the test verification specification. This verification specification clarifies the specific mileage and proportion of different road surfaces in the test field, as well as parameters such as driving speed, to ensure the repeatability and accuracy of the test, and also provides a clear standard for subsequent component testing.

[0087] In some embodiments, by using the damage equivalence principle, with the user's vehicle full channel load damage at a set mileage (such as 300,000 kilometers) as the target, the test mileage of the test site, the proportion distribution on different characteristic roads, different vehicle speeds, etc. are adjusted to make the damage of the axle head channel of the test site equivalent to that of the user, and the road surface characteristics, road driving speed, and total road mileage under the damage equivalent state are determined as the test verification specifications. For example: 2800km of road No. 1 + 320km of road No. 2 + 1920km of road No. 3 + 960km of road No. 4, a total of 6000km verification mileage.

[0088] S400, determining the verification mileage of each component corresponding to the entire channel of the vehicle according to the result of the matching association.

[0089] In the matching and association process, according to the damage equivalence principle, the reinforcement coefficients of different components under the test field conditions relative to the actual user usage conditions in the actual scenario can be calculated. This reinforcement coefficient can be used to guide the design and testing of components to ensure that the components can meet the reliability requirements in actual use. Subsequently, based on the set mileage and the reinforcement coefficients of each component, the verification mileage of each component is determined to ensure that the verification mileage of each component in the test field corresponds to the damage in actual use.

[0090] In this way, the test method of equivalent user conditions can be derived, providing an effective means for vehicle research and development and quality control.

[0091] In some embodiments, determining the verification mileage of each component corresponding to the entire channel of the vehicle according to the matching association result includes:

[0092] S410, after determining the test verification specification of the whole vehicle, determining the reinforcement coefficient of each component based on the damage equivalence principle.

[0093] Specifically, Figure 7 As shown, the strengthening coefficient of each component is determined based on the damage equivalence principle, including:

[0094] S411, the reinforcement coefficient of the axle head channel is equal to a first ratio of the set mileage to the test field mileage, and the reinforcement coefficient of the whole vehicle is determined.

[0095] Continuing with the above embodiment, if the set mileage of the actual road is 300,000 kilometers and the mileage of the test field is 6,000 kilometers, the vehicle reinforcement coefficient is 50.

[0096] S412, the reinforcement coefficient of the target component in the whole vehicle is equal to the product of the second ratio of the load damage borne by the target component in the actual road scene to the load damage borne by the target component in the test field and the reinforcement coefficient of the whole vehicle.

[0097] For a specific component, the load damage in the actual road scenario is divided by the corresponding load damage in the test field, and the resulting value is multiplied by the vehicle reinforcement coefficient to obtain the reinforcement coefficient of the component.

[0098] For example, if the load damage of a component is A after the user's vehicle has traveled 300,000 kilometers, and the load damage of the component is B after traveling 6,000 kilometers on the test field, then the reinforcement coefficient of the component = (300,000 / 6,000)*(A / B).

[0099] S420: Determine the verification mileage of each component based on the set mileage and the reinforcement coefficient of each component.

[0100] After the vehicle verification specifications are determined, the reinforcement coefficient of each component is determined based on the damage equivalence principle. The total mileage of the target vehicle in actual road scenarios divided by the reinforcement coefficient of each component is the verification mileage of each component.

[0101] S500: Determine the design load of each component based on the verification mileage.

[0102] The design load mentioned in this article refers to the maximum load considered during the design and development of components. By analyzing and counting the loads borne by components during the verification mileage, a reasonable design load can be determined to ensure that all components of the vehicle can meet user needs during the design stage, while avoiding over-design and reducing costs and weight.

[0103] The present application provides a method, device and computer-readable storage medium for developing durable loads of a whole vehicle. Compared with the current insufficient precision of durable load development of components, the user simulation model established by the data of the target vehicle when it is driving on the actual road and the test field simulation model established by the data of the target vehicle driving in the virtual test field are used to solve the vehicle model adaptability problem in the load development process. Using the set load decomposition technology, the user simulation model and the test field simulation model are correlated and analyzed to obtain the first load damage of the whole vehicle channel of the target vehicle in the actual road scene and the second load damage of the whole vehicle channel of the target vehicle in the test field; based on the first load damage and the second load damage, the matching association between the actual road scene and the test field is established using the equivalent damage principle; the high-precision load can be decomposed into each component, allowing the development of durable loads for all components of the whole vehicle, and the verification mileage of each component corresponding to the whole vehicle channel is determined according to the matching association results; the design load of each component is determined based on the verification mileage to improve the load design accuracy of the component.

[0104] Based on the same application concept as the above method, the embodiment of the present application also proposes a vehicle endurance load development device, such as Figure 8 shown.

[0105] The device comprises:

[0106] A model acquisition module 602 is used to acquire a user simulation model established by data of a target vehicle traveling on an actual road and a test field simulation model established by data of the target vehicle traveling in a virtual test field;

[0107] The model association module 604 is used to perform association analysis on the user simulation model and the test field simulation model by using a set load decomposition technology to obtain a first load damage of the whole vehicle channel of the target vehicle in the actual road scene and a second load damage of the whole vehicle channel of the target vehicle in the test field;

[0108] A matching calculation module 606, configured to establish a matching association between the actual road scene and the test site by using an equivalent damage principle based on the first load damage and the second load damage;

[0109] The load analysis module 608 is used to determine the verification mileage of each component corresponding to the entire channel of the vehicle according to the matching association result;

[0110] The load design module 610 is used to determine the design load of each component based on the verification mileage.

[0111] 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.

[0112] Fig. 9 The following is an example of a physical structure diagram of a vehicle endurance load development device, such as Fig. 9 As shown, the vehicle endurance load development device may include: a processor 810, a communications interface 820, a memory 830 and a communication bus 840, wherein the processor 810, the communications 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 endurance load development method.

[0113] 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.

[0114] 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 durability load development method provided by the above-mentioned methods.

[0115] On the other hand, the present application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the vehicle durability load development method provided by the above-mentioned methods.

[0116] 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 durability load development method, characterized in that: The method comprises: A user simulation model established by acquiring data of a target vehicle traveling on an actual road and a test field simulation model established by acquiring data of the target vehicle traveling in a virtual test field; By using the set load decomposition technology, the user simulation model and the test field simulation model are correlated and analyzed to obtain the first load damage of the whole vehicle channel of the target vehicle in the actual road scene and the second load damage of the whole vehicle channel of the target vehicle in the test field; Based on the first load damage and the second load damage, establishing a matching association between the actual road scene and the test site using an equivalent damage principle; Determine the verification mileage of each component corresponding to the entire vehicle channel based on the matching association results; The design load of each component is determined based on the verification mileage.

2. The vehicle durability load development method according to claim 1, characterized in that: Before acquiring the user simulation model established by the data of the vehicle driving on the actual road and the test field simulation model established by the data of the vehicle driving in the virtual test field, the method further includes: Obtain the user's road surface characteristics and user operation habits when the target vehicle is driving on the actual road, and create a user simulation model by combining the multi-body dynamics model and the Ftire tire model; The test field road surface characteristics and test field operation habits of the target vehicle when driving on the test field are obtained, and the test field simulation model is created by combining the multi-body dynamics model and the Ftire tire model.

3. The vehicle durability load development method according to claim 1, characterized in that: The load decomposition technology includes a virtual test field technology.

4. The vehicle durability load development method according to claim 1, characterized in that: The method of establishing a matching association between the actual road scene and the test site by using an equivalent damage principle based on the first load damage and the second load damage includes: Taking the first load damage at a set mileage as a target, adjusting the test parameters of the target vehicle in the test field simulation model so that the second load damage is equivalent to the first load damage; Determine the test verification specifications based on the adjusted test parameters.

5. The vehicle endurance load development method according to claim 4, characterized in that: The test parameters include the mileage of the test site, the proportion distribution of different characteristic roads, and the road driving speed.

6. The vehicle endurance load development method according to claim 4, characterized in that: The first load damage and the second load damage correspond to the load damage of the axle head channel of the target vehicle.

7. The vehicle endurance load development method according to claim 6, characterized in that: Determining the verification mileage of each component corresponding to the entire channel of the vehicle according to the matching association result includes: After determining the test verification specification of the whole vehicle, determining the reinforcement coefficient of each component based on the damage equivalence principle; Based on the set mileage and the reinforcement coefficient of each component, the verification mileage of each component is determined.

8. The vehicle endurance load development method according to claim 7, characterized in that: The determination of the reinforcement coefficient of each component based on the damage equivalence principle includes: The reinforcement coefficient of the shaft head channel is equal to a first ratio of the set mileage to the test field mileage, and the reinforcement coefficient of the whole vehicle is determined; The reinforcement coefficient of the target component in the whole vehicle is equal to the product of the second ratio of the load damage borne by the target component in the actual road scene to the load damage borne in the test field and the reinforcement coefficient of the whole vehicle.

9. A vehicle endurance load development device, characterized in that: It includes a memory, a processor and a whole vehicle durability load development program stored in the memory and executable on the processor, and the processor implements the steps of the whole vehicle durability load development method as described in any one of claims 1-8 when executing the whole vehicle durability load development program.

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

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