Commercial vehicle suspension steering interference analysis method and device, terminal equipment and medium

Abstract

The invention is suitable for the technical field of automobiles, and provides a commercial vehicle suspension steering interference analysis method and device, terminal equipment and a medium, and the method comprises the steps: obtaining a deformation relation curve graph of a plate spring; wherein the deformation relation curve graph is used for representing the vertical deformation amount and the longitudinal deformation amount of the plate spring under various preset acting forces; according to the deformation relation curve graph, a plate spring subsystem dynamical model is constructed; respectively constructing a steering subsystem dynamical model and a suspension subsystem dynamical model; according to the plate spring subsystem dynamical model, the steering subsystem dynamical model and the suspension subsystem dynamical model, constructing a rigid-flexible coupling suspension system dynamical model; and performing simulation analysis on the dynamic model of the rigid-flexible coupling suspension system, and outputting the interference amount of the dynamic model of the rigid-flexible coupling suspension system. Compared with the prior art, the method has the advantages that errors are reduced, and the determination accuracy of the interference amount is improved.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular relates to a commercial vehicle suspension steering interference analysis method, device, terminal equipment and medium. Background Art

[0002] At present, in the suspension system and steering system of commercial vehicles, due to their own structural characteristics, the steering knuckle arm in the steering system moves around the straight pull rod in the steering system, and at the same time moves around the equivalent circle center determined by the motion trajectory of the leaf spring in the suspension system. The incoordination between the two movements is the interference between the suspension and steering. The suspension steering interference can then be controlled based on the interference to prevent the vehicle from running off the track.

[0003] The prior art usually obtains the position coordinates of the knuckle arm ball point under different braking intensities through finite element analysis, calculates the leaf spring motion trajectory in the suspension system according to the SAE arc method, and finally determines the interference amount in a two-dimensional plane according to the difference between the knuckle arm ball point and the leaf spring motion trajectory. However, the prior art is not comprehensive enough and cannot accurately express the leaf spring motion trajectory, and cannot directly obtain the interference amount through the analysis of the leaf spring motion trajectory, resulting in a large error in the obtained interference amount. Summary of the invention

[0004] The embodiments of the present application provide a commercial vehicle suspension steering interference analysis method, device, terminal equipment and medium, which reduce errors and improve the accuracy of determining the interference amount.

[0005] In a first aspect, an embodiment of the present application provides a commercial vehicle suspension steering interference analysis method, comprising:

[0006] Obtaining a deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under a variety of preset forces;

[0007] According to the deformation relationship curve diagram, a leaf spring subsystem dynamics model is constructed;

[0008] Construct the steering subsystem dynamics model and the suspension subsystem dynamics model respectively;

[0009] Constructing a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model;

[0010] A simulation analysis is performed on the rigid-flexible coupling suspension system dynamics model, and an interference amount of the rigid-flexible coupling suspension system dynamics model is output.

[0011] Optionally, obtaining the deformation relationship curve diagram of the leaf spring includes:

[0012] Establishing a finite element mesh model of the leaf spring;

[0013] constraining some degrees of freedom of the finite element mesh model of the leaf spring;

[0014] Applying a plurality of preset vertical forces and a tangential preload force to the middle portion of the finite element mesh model of the leaf spring;

[0015] Obtaining the vertical deformation and the longitudinal deformation of the finite element mesh model of the leaf spring under various preset forces;

[0016] The deformation relationship curve diagram is obtained according to the preset force, the vertical deformation amount and the longitudinal deformation amount.

[0017] Optionally, constructing a leaf spring subsystem dynamics model according to the deformation relationship curve diagram includes:

[0018] According to the design parameters of the leaf spring, an initial first dynamic model is constructed;

[0019] According to the deformation relationship curve diagram, modifying the first dynamic model;

[0020] A preset vertical preload force is applied to the middle part of the modified first dynamic model to construct the leaf spring subsystem dynamic model.

[0021] Optionally, the leaf spring eye is connected to a frame bushing of the vehicle; and constructing an initial first dynamic model according to the design parameters of the leaf spring includes:

[0022] Design the stiffness of the bushing according to the bushing stiffness curve;

[0023] The initial first dynamic model is constructed according to the design parameters of the leaf spring and the stiffness of the bushing.

[0024] Optionally, the separately constructing of the steering subsystem dynamics model and the suspension subsystem dynamics model includes:

[0025] Constructing a dynamic model of the steering subsystem according to the design parameters of the steering system;

[0026] Establish the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively;

[0027] Performing modal solutions on the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively to obtain a modal neutral file of the front axle and a modal neutral file of the tie rod;

[0028] The suspension subsystem dynamics model is constructed according to the front axle modal neutral file, the tie rod modal neutral file and the design parameters of the suspension system.

[0029] Optionally, constructing a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model includes:

[0030] Assembling the leaf spring subsystem dynamics model, the steering subsystem dynamics model, the suspension subsystem dynamics model and a virtual suspension test bench to obtain the rigid-flexible coupling suspension system dynamics model;

[0031] According to the tire forces of the vehicle corresponding to different set braking intensities, the toe angle of the suspension subsystem dynamics model and the maximum bearing capacity and the minimum bearing capacity of the virtual suspension test bench are adjusted respectively;

[0032] Adjusting the rigid-flexible coupling suspension system dynamics model according to the design parameters of the leaf spring, the design parameters of the steering system, and the design parameters of the suspension system;

[0033] Performing static balance analysis on the adjusted rigid-flexible coupling suspension system dynamics model to obtain the leaf spring bushing deformation;

[0034] According to the deformation of the leaf spring bushing, the bushing preload in the rigid-flexible coupling suspension system dynamics model is adjusted to obtain the adjusted rigid-flexible coupling suspension system dynamics model.

[0035] Optionally, the performing simulation analysis on the rigid-flexible coupling suspension system dynamics model and outputting the interference amount of the rigid-flexible coupling suspension system dynamics model includes:

[0036] Determine the vertical and longitudinal forces on the vehicle's wheels at various braking intensities;

[0037] The vertical force and the longitudinal force exerted on the wheel under various braking intensities are sequentially applied to the wheel grounding point, and a driving simulation test is performed on the rigid-flexible coupling suspension system dynamics model to obtain the suspension motion state of the rigid-flexible coupling suspension system dynamics model under the various braking intensities;

[0038] Determining the interference amount of the rigid-flexible coupling suspension system dynamics model according to the suspension motion state;

[0039] If the interference amount is greater than a set threshold, the steering system of the vehicle is optimized until the interference amount is less than or equal to the set threshold.

[0040] In a second aspect, an embodiment of the present application provides a commercial vehicle suspension steering interference analysis device, comprising:

[0041] A first acquisition unit is used to acquire a deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under a variety of preset forces;

[0042] A first construction unit is used to construct a leaf spring subsystem dynamics model according to the deformation relationship curve diagram;

[0043] The second construction unit is used to respectively construct a steering subsystem dynamics model and a suspension subsystem dynamics model;

[0044] A third construction unit is used to construct a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model;

[0045] The first simulation test unit is used to perform simulation analysis on the rigid-flexible coupling suspension system dynamics model and output the interference value of the rigid-flexible coupling suspension system dynamics model.

[0046] In a third aspect, an embodiment of the present application provides a terminal device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a commercial vehicle suspension steering interference analysis method as described in any one of the first aspects above is implemented.

[0047] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the commercial vehicle suspension steering interference analysis method as described in any one of the above-mentioned first aspects is implemented.

[0048] In a fifth aspect, an embodiment of the present application provides a computer program product. When the computer program product is run on a terminal device, the terminal device can execute the commercial vehicle suspension steering interference analysis method described in any one of the first aspects above.

[0049] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0050] The embodiment of the present application provides a commercial vehicle suspension steering interference analysis method, which obtains a deformation relationship curve diagram of a leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation and longitudinal deformation of the leaf spring under a variety of preset forces; according to the deformation relationship curve diagram, a leaf spring subsystem dynamics model is constructed; a steering subsystem dynamics model and a suspension subsystem dynamics model are constructed respectively; according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model, a rigid-flexible coupling suspension system dynamics model is constructed; the rigid-flexible coupling suspension system dynamics model is simulated and analyzed, and the interference amount of the rigid-flexible coupling suspension system dynamics model is output. Compared with the prior art, the present method can accurately express the motion trajectory of the leaf spring through the above deformation relationship diagram, and the interference amount can be directly obtained by simulating and analyzing the above rigid-flexible coupling suspension system dynamics model, thereby reducing errors and improving the accuracy of determining the interference amount. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 is a flowchart of a commercial vehicle suspension steering interference analysis method provided by an embodiment of the present application;

[0053] Figure 2 is a flowchart of a commercial vehicle suspension steering interference analysis method provided by another embodiment of the present application;

[0054] Figure 3 is a flowchart of a commercial vehicle suspension steering interference analysis method provided by yet another embodiment of the present application;

[0055] Figure 4 is a flowchart of a commercial vehicle suspension steering interference analysis method provided by another embodiment of the present application;

[0056] Figure 5 is a structural schematic diagram of a rigid-flexible coupling suspension system dynamics model provided in an embodiment of the present application;

[0057] Figure 6 It is a structural schematic diagram of a commercial vehicle suspension steering interference analysis device provided by an embodiment of the present application;

[0058] Figure 7 It is a structural diagram of a terminal device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0059] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0060] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0061] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0062] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0063] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0064] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0065] See also Figure 1 , Figure 1The following is a flowchart of a commercial vehicle suspension steering interference analysis method provided by an embodiment of the present application. In the embodiment of the present application, the execution subject of the commercial vehicle suspension steering interference analysis method is a terminal device.

[0066] It should be noted that in all embodiments of the present application, the vehicle may be a commercial vehicle, the vehicle includes a steering system and a suspension system, and the suspension system of the vehicle is a leaf spring suspension system.

[0067] like Figure 1 As shown, the commercial vehicle suspension steering interference analysis method provided by an embodiment of the present application may include S101 to S105, which are described in detail as follows:

[0068] In S101, a deformation relationship curve diagram of the leaf spring is obtained; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under various preset forces.

[0069] In practical applications, in the leaf spring suspension steering system of commercial vehicles, due to its own structural characteristics, the steering knuckle arm moves around the straight tie rod and at the same time around the equivalent circle center determined by the leaf spring motion trajectory. The incoordination between the two movements is the suspension steering interference. The matching of the suspension and steering systems often causes kinematic interference (i.e., suspension steering interference) due to inappropriate hard point matching, which leads to deviation. This deviation problem can be solved by analyzing the deformation kinematics of the leaf spring (i.e., the deformation trajectory of vertical jump and longitudinal torsion) to control the above interference within the system clearance range. Therefore, it is necessary to accurately determine the interference and control the suspension steering system of commercial vehicles according to the interference to avoid deviation problems.

[0070] Based on this, in an embodiment of the present application, when a user needs to obtain an accurate interference amount to achieve interference control of a commercial vehicle's suspension steering system, an interference amount determination request can be sent to a terminal device.

[0071] The terminal device detects that the interference amount determination request sent by the user may be: a preset operation for the terminal device is detected. The preset operation can be set according to actual needs and is not limited here. Exemplary, the preset operation may be clicking a preset control on the terminal device. Based on this, when the terminal device detects that its preset control is clicked, it means that the preset operation is detected, that is, the above-mentioned interference amount determination request is detected.

[0072] In the embodiment of the present application, after detecting the above-mentioned interference amount determination request, the terminal device can obtain a deformation relationship curve diagram of the vehicle's leaf spring at different arc heights.

[0073] In one embodiment of the present application, the terminal device can pre-acquire and store the vertical deformation and longitudinal deformation of the main leaf center of the leaf spring at different arc heights. When the terminal device needs to obtain the deformation relationship curve graph corresponding to the leaf spring of the vehicle at different arc heights, the above-mentioned deformation relationship curve graph can be fitted according to the vertical deformation and longitudinal deformation of the main leaf center of the leaf spring at different arc heights.

[0074] In another embodiment of the present application, in order to obtain an accurate deformation relationship curve diagram in real time, the terminal device can specifically perform the following steps: Figure 2 The deformation relationship curve diagram is obtained in steps S201 to S205, which is described in detail as follows:

[0075] In S201, a finite element mesh model of the leaf spring is established.

[0076] In S202, constraining some degrees of freedom of the finite element mesh model of the leaf spring

[0077] In S203, a plurality of preset vertical forces and a tangential preload force are applied to the middle portion of the finite element mesh model of the leaf spring.

[0078] In S204, the vertical deformation and the longitudinal deformation of the finite element mesh model of the leaf spring under various preset forces are obtained.

[0079] In S205, the deformation relationship curve diagram is obtained according to the preset force, the vertical deformation amount and the longitudinal deformation amount.

[0080] In this embodiment, in order to accurately simulate the dynamic characteristics of the leaf spring, such as stiffness and stress, and the kinematic characteristics such as displacement and deformation, the terminal device can use finite element analysis software to construct a finite element mesh model of the leaf spring, obtain the longitudinal and vertical deformation relationship of the leaf spring, and use this to calibrate the subsequent leaf spring subsystem dynamic model.

[0081] Specifically, the terminal device can import the digital model of the leaf spring in a freely clamped state into the finite element analysis software, perform hexahedral mesh division according to the mesh standard, use rigid units (RBE2) to capture the front and rear ears of the leaf spring, use a beam to establish the riding bolt in the center of the leaf spring, establish friction contact between the pad and the leaf spring, and assign corresponding material properties to different components in the digital model of the leaf spring to obtain a finite element mesh model of the leaf spring.

[0082] In this embodiment, after obtaining the finite element mesh model of the leaf spring, the terminal device can apply boundary conditions to the finite element mesh model, including applying loads and constraints, that is, applying multiple vertical preset forces and tangential preload forces to the middle of the finite element mesh model of the leaf spring. Among them, the preset force is the vertical force, and the magnitude of the preset force can be determined according to actual needs and is not limited here.

[0083] Specifically, for the finite element mesh model of the leaf spring, the terminal device can apply a vertical force at the connection position between the bottom surface of the leaf spring and the bridge. The force is variable to obtain different arc heights. The maximum force must cause the leaf spring to have a reverse arc. A preload force is applied at the middle position of the center bolt. The preload force is determined according to the preload torque, bolt diameter, thread pitch, and bolt grade parameters. Constraints are applied at RBE2 established by the front and rear ears to release the rotational freedom around the y direction, and all other directions are constrained. Based on this, the terminal device can perform finite element analysis and read the vertical deformation and longitudinal deformation of the center of the main leaf of the leaf spring under different arc heights in the post-processing viewer Hyperview in the software, that is, the vertical deformation and longitudinal deformation of the leaf spring under multiple preset forces at different arc heights are obtained, and the vertical deformation and the longitudinal deformation are fitted to obtain the deformation relationship curve.

[0084] In S102, a leaf spring subsystem dynamics model is constructed according to the deformation relationship curve diagram.

[0085] In one embodiment of the present application, the terminal device can specifically Figure 3 Steps S301 to S303 shown in the figure construct a dynamic model of the leaf spring subsystem, which is described in detail as follows:

[0086] In S301, an initial first dynamic model is constructed according to the design parameters of the leaf spring.

[0087] In S302, the first dynamic model is modified according to the deformation relationship curve diagram.

[0088] In S303, a preset vertical preload force is applied to the middle part of the modified first dynamic model to construct the leaf spring subsystem dynamic model.

[0089] It should be noted that the dynamics analysis software may be Automatic Dynamic Analysis of Mechanical Systems (Adams).

[0090] In this embodiment, the terminal device can obtain a leaf spring tool from the tool module of the dynamic analysis software. In the leaf spring tool, the terminal device can set the leaf spring appearance parameters such as the number of leaf spring leaves, the clamping length of the saddle bolt, the type of coil ear, the number of discrete beams, thickness, length, arc height, etc.; then set the width, coil ear diameter, inter-leaf contact and other parameters; then set the ear shape dimensions and the leaf spring installation position; finally, set the beam material properties, such as elastic modulus E, shear modulus G, structural damping, Y-direction shear coefficient, Z-direction shear coefficient and friction coefficient, to obtain the initial first dynamic model.

[0091] In another embodiment of the present application, considering the influence of the deformation of the bushing on the motion trajectory of the leaf spring, the terminal device can specifically construct an initial first dynamic model according to the following steps, which are described in detail as follows:

[0092] Design the stiffness of the bushing according to the bushing stiffness curve;

[0093] The initial first dynamic model is constructed according to the design parameters of the leaf spring and the stiffness of the bushing.

[0094] In one implementation of this embodiment, the terminal device may perform a simulation test on the bushing stiffness of the leaf spring in the vehicle in advance to obtain a corresponding bushing stiffness curve and store it in the terminal device's own memory. Thereafter, when the bushing stiffness curve is needed, the bushing stiffness curve may be obtained from its own memory.

[0095] Based on this, the terminal device can design the stiffness of the bushing when the leaf spring hanger is connected to the vehicle frame bushing according to the above-mentioned bushing stiffness curve, and construct an initial first dynamic model based on the above-obtained design parameters of the leaf spring and the stiffness of the bushing.

[0096] In this embodiment, after obtaining the initial first dynamic model, the terminal device can perform simulation analysis on the first dynamic model, apply vertical force to the leaf spring, output the vertical displacement and longitudinal displacement of the midpoint of the main leaf of the leaf spring, and adjust the Beam material properties and friction coefficient in the first dynamic model according to the deformation relationship curve diagram obtained above, so that the relationship between the vertical deformation and the longitudinal deformation of the first dynamic model is consistent with the curve in the deformation relationship curve diagram, thereby completing the correction of the first dynamic model.

[0097] After obtaining the modified first dynamic model, the terminal device can apply a preset vertical preload force to the middle of the modified first dynamic model and create an input communicator and an output communicator to obtain a leaf spring subsystem dynamic model. The preset preload force can be determined according to the axle load and the sprung mass.

[0098] In S103, a steering subsystem dynamics model and a suspension subsystem dynamics model are constructed respectively.

[0099] In this embodiment, since the dynamic model of the rigid-flexible coupled suspension system of a commercial vehicle needs to include the steering system and suspension system of the commercial vehicle, after obtaining the dynamic model of the leaf spring subsystem, the terminal device also needs to construct a steering subsystem dynamic model corresponding to the steering system of the commercial vehicle and a suspension subsystem dynamic model corresponding to the suspension system of the commercial vehicle.

[0100] In one embodiment of the present application, the terminal device can specifically Figure 4 Steps S401 to S404 are shown to construct a steering subsystem dynamics model and a suspension subsystem dynamics model, respectively, as described in detail as follows:

[0101] In S401, a dynamic model of the steering subsystem is constructed according to the design parameters of the steering system.

[0102] In S402 , a finite element mesh model of the front axle and a finite element mesh model of the tie rod are established respectively.

[0103] In S403, modal solutions are performed on the finite element mesh model of the front axle and the finite element mesh model of the tie rod, respectively, to obtain a front axle modal neutral file and a tie rod modal neutral file.

[0104] In S404, the suspension subsystem dynamics model is constructed according to the front axle modal neutral file, the tie rod modal neutral file and the design parameters of the suspension system.

[0105] In this embodiment, the terminal device can construct components such as steering wheels, drop arms, knuckle arms, straight pull rods, etc. in the dynamic analysis software according to the design parameters of the hard points, component mass, inertia, transmission ratio, and power assist curve of each component in the vehicle's steering system, and create input and output communicators to obtain a dynamic model of the steering subsystem.

[0106] It should be noted that since the straight pull rod moves around the ball head point under the drop arm and moves with the knuckle arm, the incoordination of the two movements is the interference. In order to read the interference more intuitively, the straight pull rod can be constructed into a front-end component and a rear-end component. The front-end component is connected to the drop arm through a ball joint, and the rear-end component is connected to the steering knuckle arm through a constant velocity joint. The two components are connected through a cylindrical joint, and the displacement of the cylindrical joint is the interference. In other words, the interference that the terminal device ultimately needs to obtain is the displacement of the cylindrical joint.

[0107] For the suspension subsystem dynamics model, the terminal device can import the digital model of the front axle and the digital model of the tie rod connected to the vehicle's suspension system into the finite element analysis software. According to the digital model features of the front axle and the tie rod, the front axle and the tie rod are divided into tetrahedron and shell units according to the grid standard, and the corresponding material properties are assigned. The RBE2 units are used to connect at each connection point, and the AEST constraints are set. The modal solution method is the CB modal method, the output card is set, and the solution calculation is performed to generate a modal neutral file in the .mnf format, that is, the modal neutral file of the front axle and the modal neutral file of the tie rod are obtained.

[0108] Afterwards, the terminal device can import the above-generated front axle modal neutral file and tie rod modal neutral file into the dynamic analysis software to establish the front axle and tie rod components, and establish interface parts at each connection point; according to the hard point coordinates, component mass, inertia information, limit block stiffness, clearance, shock absorber damping and connection bushing stiffness and other design parameters of each component in the suspension system, establish the wheel hub, steering knuckle, shock absorber and other components, as well as the connection relationship between the limit block, shock absorber connection bushing, etc., and create the input communicator and output communicator ， The dynamic model of the suspension subsystem is obtained.

[0109] It should be noted that in order to improve the accuracy of the suspension subsystem dynamics model, the front axle model and the tie rod model included in the suspension subsystem dynamics model are flexible body models. So far, the dynamics models corresponding to each system in the vehicle have been built, and the subsequent terminal equipment needs to assemble, adjust parameters, and analyze and debug the above dynamics models to obtain the final interference amount.

[0110] In S104, a rigid-flexible coupling suspension system dynamics model is constructed according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model.

[0111] In an embodiment of the present application, the terminal device can match the leaf spring subsystem dynamics model, the steering subsystem dynamics model, and the suspension subsystem dynamics model through the communicators (input communicator and output communicator) provided in each dynamic model according to the topological relationship to achieve correct connection, thereby obtaining the rigid-flexible coupling suspension system dynamics model.

[0112] In one embodiment of the present application, since the suspension system dynamics model must include a virtual suspension test bench, the tire force and movement of the vehicle are applied through the suspension test bench. Therefore, the terminal device can specifically obtain the final rigid-flexible coupling suspension system dynamics model through the following steps, which are detailed as follows:

[0113] Assembling the leaf spring subsystem dynamics model, the steering subsystem dynamics model, the suspension subsystem dynamics model and a virtual suspension test bench to obtain the rigid-flexible coupling suspension system dynamics model;

[0114] According to the tire forces of the vehicle corresponding to different set braking intensities, the toe angle of the suspension subsystem dynamics model and the maximum bearing capacity and the minimum bearing capacity of the virtual suspension test bench are adjusted respectively;

[0115] Adjusting the rigid-flexible coupling suspension system dynamics model according to the design parameters of the leaf spring, the design parameters of the steering system, and the design parameters of the suspension system;

[0116] Performing static balance analysis on the adjusted rigid-flexible coupling suspension system dynamics model to obtain the leaf spring bushing deformation;

[0117] According to the deformation of the leaf spring bushing, the bushing preload in the rigid-flexible coupling suspension system dynamics model is adjusted to obtain the adjusted rigid-flexible coupling suspension system dynamics model.

[0118] In this embodiment, the terminal device can match the leaf spring subsystem dynamics model, the steering subsystem dynamics model, the suspension subsystem dynamics model and the virtual suspension test bench according to the topological relationship through the communicators (input communicator and output communicator) provided in each dynamics model to achieve correct connection, thereby obtaining the rigid-flexible coupling suspension system dynamics model. For example, please refer to Figure 5 , Figure 5 It is a schematic diagram of the structure of the kinetic model provided in one embodiment of the present application.

[0119] After obtaining the rigid-flexible coupling suspension system dynamics model, in order to improve the success rate and accuracy of the simulation test, the terminal device can continue to adjust parameters and analyze and debug the rigid-flexible coupling dynamics model to obtain the final rigid-flexible coupling suspension system dynamics model.

[0120] Specifically, the terminal device can adjust the toe angle of the suspension subsystem dynamic model and the maximum and minimum bearing capacities of the virtual suspension test bench according to the tire forces of the vehicle under different set braking intensities, and obtain the rigid-flexible coupling suspension system dynamic model after the initial adjustment.

[0121] Afterwards, the terminal device can also adjust parameters such as tire stiffness, sprung mass, wheelbase, center of mass height, etc. according to the design parameters of the leaf spring, the design parameters of the steering system, and the design parameters of the suspension system to obtain the dynamic model of the rigid-flexible coupling suspension system after secondary adjustment.

[0122] In this embodiment, the terminal device can perform static balance analysis on the rigid-flexible coupling suspension system dynamics model after secondary adjustment to obtain the leaf spring bushing deformation, and adjust the bushing preload in the rigid-flexible coupling suspension system dynamics model according to the leaf spring bushing deformation to ensure that the state of the suspension in the dynamics model after static balance meets the design state, so as to obtain the rigid-flexible coupling suspension system dynamics model after final adjustment. The design state can be determined according to actual needs and is not limited here.

[0123] In S105 , simulation analysis is performed on the rigid-flexible coupling suspension system dynamics model, and the interference amount of the rigid-flexible coupling suspension system dynamics model is output.

[0124] In an embodiment of the present application, after obtaining the dynamic model of the rigid-flexible coupling suspension system, the terminal device can perform simulation analysis on the dynamic model of the rigid-flexible coupling suspension system according to set conditions to obtain the suspension motion posture of the dynamic model of the rigid-flexible coupling suspension system under a certain working condition. At this time, the terminal device can obtain the interference amount under the suspension motion posture.

[0125] In one embodiment of the present application, the terminal device may specifically perform an interference simulation test according to the following steps, which are described in detail as follows:

[0126] Determine the vertical and longitudinal forces on the vehicle's wheels at various braking intensities;

[0127] The vertical force and the longitudinal force exerted on the wheel under various braking intensities are sequentially applied to the wheel grounding point, and a driving simulation test is performed on the rigid-flexible coupling suspension system dynamics model to obtain the suspension motion state of the rigid-flexible coupling suspension system dynamics model under the various braking intensities;

[0128] Determining the interference amount of the rigid-flexible coupling suspension system dynamics model according to the suspension motion state;

[0129] If the interference amount is greater than a set threshold, the steering system of the vehicle is optimized until the interference amount is less than or equal to the set threshold.

[0130] In this embodiment, for any braking intensity, the terminal device can calculate the vertical force and longitudinal force exerted on the tire under the braking intensity based on the vehicle's full load mass, front and rear axle loads, center of mass height, wheelbase, and braking coefficient.

[0131] Afterwards, the terminal device can apply the vertical force and longitudinal force on the wheel under different braking intensities calculated above to the wheel contact point respectively, and perform a driving simulation test on the rigid-flexible coupling suspension system dynamics model to obtain the suspension motion state of the rigid-flexible coupling suspension system dynamics model under multiple braking intensities.

[0132] In this embodiment, after obtaining the interference amount, the terminal device may compare the interference amount with a set threshold value, wherein the set threshold value may be determined according to actual needs and is not limited here.

[0133] When the terminal device detects that the above-mentioned interference amount is greater than the set threshold, it means that the interference amount is large and it is easy to cause deviation problems. Therefore, the terminal device can optimize the steering system of the vehicle, that is, adjust the hard points of each component in the steering system to adjust the interference amount until the interference amount is less than or equal to the set threshold.

[0134] From the above, it can be seen that the commercial vehicle suspension steering interference analysis method provided by the embodiment of the present application obtains the deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation and longitudinal deformation of the leaf spring under a variety of preset forces; according to the deformation relationship curve diagram, the leaf spring subsystem dynamics model is constructed; the steering subsystem dynamics model and the suspension subsystem dynamics model are constructed respectively; according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model, the rigid-flexible coupling suspension system dynamics model is constructed; the rigid-flexible coupling suspension system dynamics model is simulated and analyzed, and the interference amount of the rigid-flexible coupling suspension system dynamics model is output. Compared with the prior art, the present method can accurately express the motion trajectory of the leaf spring through the above deformation relationship diagram, and the interference amount can be directly obtained by simulating and analyzing the above rigid-flexible coupling suspension system dynamics model, thereby reducing the error and improving the accuracy of determining the interference amount.

[0135] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0136] Corresponding to the commercial vehicle suspension steering interference analysis method described in the above embodiment, Figure 6 The structure diagram of a commercial vehicle suspension steering interference analysis device provided by the embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 6 The commercial vehicle suspension steering interference analysis device 600 includes: a first acquisition unit 61, a first construction unit 62, a second construction unit 63, a third construction unit 64 and a first simulation test unit 65. Among them:

[0137] The first acquisition unit 61 is used to acquire a deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under a variety of preset forces.

[0138] The first constructing unit 62 is used to construct a leaf spring subsystem dynamics model according to the deformation relationship curve diagram.

[0139] The second construction unit 63 is used to respectively construct a steering subsystem dynamics model and a suspension subsystem dynamics model.

[0140] The third constructing unit 64 is used to construct a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model.

[0141] The first simulation test unit 65 is used to perform simulation analysis on the rigid-flexible coupling suspension system dynamics model and output the interference value of the rigid-flexible coupling suspension system dynamics model.

[0142] In one embodiment of the present application, the first acquisition unit 61 specifically includes: a first establishment unit, a constraint unit, an application unit, a second acquisition unit and a first determination unit. Among them:

[0143] The first establishing unit is used to establish a finite element mesh model of the leaf spring.

[0144] The constraint unit is used to constrain some degrees of freedom of the finite element mesh model of the leaf spring.

[0145] The applying unit is used for applying a plurality of preset vertical forces and a tangential preload force to the middle part of the finite element mesh model of the leaf spring.

[0146] The second acquisition unit is used to acquire the vertical deformation and the longitudinal deformation of the finite element mesh model of the leaf spring under a variety of preset forces.

[0147] The first determination unit is used to obtain the deformation relationship curve diagram according to the preset force, the vertical deformation amount and the longitudinal deformation amount.

[0148] In one embodiment of the present application, the first construction unit 62 specifically includes: a second construction unit, a correction unit and a third construction unit. Among them:

[0149] The second construction unit is used to construct an initial first dynamic model according to the design parameters of the leaf spring.

[0150] The correction unit is used to correct the first dynamic model according to the deformation relationship curve diagram.

[0151] The third construction unit is used to apply a preset vertical preload force to the middle of the modified first dynamic model to construct the leaf spring subsystem dynamic model.

[0152] In one embodiment of the present application, the leaf spring eye is connected to the frame bushing of the vehicle; the second construction unit specifically includes: a design unit and a fourth construction unit. Among them:

[0153] The design unit is used to design the stiffness of the bushing according to the bushing stiffness curve.

[0154] The fourth construction unit is used to construct the initial first dynamic model according to the design parameters of the leaf spring and the stiffness of the bushing.

[0155] In one embodiment of the present application, the second construction 63 specifically includes: a fifth construction unit, a second establishment unit, a solution unit and a sixth construction unit. Among them:

[0156] The fifth construction unit is used to construct the steering subsystem dynamics model according to the design parameters of the steering system.

[0157] The second establishing unit is used to establish the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively.

[0158] The solving unit is used to perform modal solutions on the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively, so as to obtain a modal neutral file of the front axle and a modal neutral file of the tie rod.

[0159] The sixth construction unit is used to construct the suspension subsystem dynamics model according to the front axle modal neutral file, the tie rod modal neutral file and the design parameters of the suspension system.

[0160] In one embodiment of the present application, the third construction unit 64 specifically includes: an assembly unit, a first adjustment unit, a second adjustment unit, an analysis unit and a third adjustment unit.

[0161] The assembly unit is used to assemble the leaf spring subsystem dynamics model, the steering subsystem dynamics model, the suspension subsystem dynamics model and the virtual suspension test bench to obtain the rigid-flexible coupling suspension system dynamics model.

[0162] The first adjustment unit is used to adjust the toe angle of the suspension subsystem dynamic model and the maximum bearing capacity and the minimum bearing capacity of the virtual suspension test bench according to the tire forces of the vehicle corresponding to different set braking intensities.

[0163] The second adjustment unit is used to adjust the rigid-flexible coupling suspension system dynamics model according to the design parameters of the leaf spring, the design parameters of the steering system and the design parameters of the suspension system.

[0164] The analysis unit is used to perform static balance analysis on the adjusted rigid-flexible coupling suspension system dynamics model to obtain the deformation of the leaf spring bushing.

[0165] The third adjustment unit is used to adjust the bushing preload in the rigid-flexible coupling suspension system dynamics model according to the deformation of the leaf spring bushing to obtain the adjusted rigid-flexible coupling suspension system dynamics model.

[0166] In one embodiment of the present application, the first simulation test unit 65 specifically includes: a second determination unit, a second simulation test unit, a third determination unit and an optimization unit. Among them:

[0167] The second determination unit is used to determine the vertical force and the longitudinal force that the wheels of the vehicle are subjected to under various braking intensities.

[0168] The second simulation test unit is used to apply the vertical force and longitudinal force exerted on the wheel under various braking intensities to the wheel ground contact point in sequence, and to perform a driving simulation test on the rigid-flexible coupling suspension system dynamics model to obtain the suspension motion state of the rigid-flexible coupling suspension system dynamics model under the various braking intensities.

[0169] The third determination unit is used to determine the interference amount of the rigid-flexible coupling suspension system dynamics model according to the suspension motion state.

[0170] The optimization unit is used for optimizing the steering system of the vehicle if the interference amount is greater than a set threshold value, until the interference amount is less than or equal to the set threshold value.

[0171] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0172] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0173] Figure 7 This is a schematic diagram of the structure of a terminal device provided in an embodiment of the present application. Figure 7 As shown, the terminal device 7 of this embodiment includes: at least one processor 70 ( Figure 7 Only one is shown in the figure) a processor, a memory 71, and a computer program 72 stored in the memory 71 and executable on the at least one processor 70, and when the processor 70 executes the computer program 72, the steps in any of the above-mentioned commercial vehicle suspension steering interference analysis method embodiments are implemented.

[0174] The terminal device may include, but is not limited to, a processor 70 and a memory 71. Those skilled in the art will appreciate that Figure 7 It is only an example of the terminal device 7 and does not constitute a limitation on the terminal device 7. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include input and output devices, network access devices, etc.

[0175] The processor 70 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0176] In some embodiments, the memory 71 may be an internal storage unit of the terminal device 7, such as the memory of the terminal device 7. In other embodiments, the memory 71 may also be an external storage device of the terminal device 7, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the terminal device 7. Further, the memory 71 may also include both the internal storage unit of the terminal device 7 and an external storage device. The memory 71 is used to store an operating system, an application program, a boot loader, data, and other programs, such as the program code of the computer program. The memory 71 may also be used to temporarily store data that has been output or is to be output.

[0177] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0178] An embodiment of the present application provides a computer program product. When the computer program product runs on a terminal device, the terminal device can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0179] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying the computer program code to the terminal device, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0180] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0181] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A commercial vehicle suspension steering interference analysis method, characterized in that: include: Obtaining a deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under a variety of preset forces; According to the deformation relationship curve diagram, a leaf spring subsystem dynamics model is constructed; Construct the steering subsystem dynamics model and the suspension subsystem dynamics model respectively; Constructing a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model; A simulation analysis is performed on the rigid-flexible coupling suspension system dynamics model, and an interference amount of the rigid-flexible coupling suspension system dynamics model is output.

2. The method according to claim 1, characterized in that The step of obtaining a deformation relationship curve diagram of a leaf spring comprises: Establishing a finite element mesh model of the leaf spring; constraining some degrees of freedom of the finite element mesh model of the leaf spring; Applying a plurality of preset vertical forces and a tangential preload force to the middle portion of the finite element mesh model of the leaf spring; Obtaining the vertical deformation and the longitudinal deformation of the finite element mesh model of the leaf spring under various preset forces; The deformation relationship curve diagram is obtained according to the preset force, the vertical deformation amount and the longitudinal deformation amount.

3. The method according to claim 1, characterized in that The step of constructing a leaf spring subsystem dynamics model according to the deformation relationship curve diagram includes: According to the design parameters of the leaf spring, an initial first dynamic model is constructed; According to the deformation relationship curve diagram, modifying the first dynamic model; A preset vertical preload force is applied to the middle part of the modified first dynamic model to construct the leaf spring subsystem dynamic model.

4. The method according to claim 3, characterized in that The leaf spring eye is connected to the frame bushing of the vehicle; and the initial first dynamic model is constructed according to the design parameters of the leaf spring, including: Design the stiffness of the bushing according to the bushing stiffness curve; The initial first dynamic model is constructed according to the design parameters of the leaf spring and the stiffness of the bushing.

5. The method according to claim 1, characterized in that The respectively constructing of the steering subsystem dynamics model and the suspension subsystem dynamics model comprises: Constructing a dynamic model of the steering subsystem according to the design parameters of the steering system; Establish the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively; Performing modal solutions on the finite element mesh model of the front axle and the finite element mesh model of the tie rod respectively to obtain a modal neutral file of the front axle and a modal neutral file of the tie rod; The suspension subsystem dynamics model is constructed according to the front axle modal neutral file, the tie rod modal neutral file and the design parameters of the suspension system.

6. The method according to claim 1, characterized in that The method of constructing a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model includes: Assembling the leaf spring subsystem dynamics model, the steering subsystem dynamics model, the suspension subsystem dynamics model and a virtual suspension test bench to obtain the rigid-flexible coupling suspension system dynamics model; According to the tire forces of the vehicle corresponding to different set braking intensities, the toe angle of the suspension subsystem dynamics model and the maximum bearing capacity and the minimum bearing capacity of the virtual suspension test bench are adjusted respectively; Adjusting the rigid-flexible coupling suspension system dynamics model according to the design parameters of the leaf spring, the design parameters of the steering system, and the design parameters of the suspension system; Performing static balance analysis on the adjusted rigid-flexible coupling suspension system dynamics model to obtain the leaf spring bushing deformation; According to the deformation of the leaf spring bushing, the bushing preload in the rigid-flexible coupling suspension system dynamics model is adjusted to obtain the adjusted rigid-flexible coupling suspension system dynamics model.

7. The method according to any one of claims 1 to 6, characterized in that: The performing simulation analysis on the rigid-flexible coupling suspension system dynamics model and outputting the interference amount of the rigid-flexible coupling suspension system dynamics model comprises: Determine the vertical and longitudinal forces on the vehicle's wheels at various braking intensities; The vertical force and the longitudinal force exerted on the wheel under various braking intensities are sequentially applied to the wheel grounding point, and a driving simulation test is performed on the rigid-flexible coupling suspension system dynamics model to obtain the suspension motion state of the rigid-flexible coupling suspension system dynamics model under the various braking intensities; Determining the interference amount of the rigid-flexible coupling suspension system dynamics model according to the suspension motion state; If the interference amount is greater than a set threshold, the steering system of the vehicle is optimized until the interference amount is less than or equal to the set threshold.

8. A commercial vehicle suspension steering interference analysis device, characterized in that: include: A first acquisition unit is used to acquire a deformation relationship curve diagram of the leaf spring; wherein the deformation relationship curve diagram is used to characterize the vertical deformation amount and the longitudinal deformation amount of the leaf spring under a variety of preset forces; A first construction unit is used to construct a leaf spring subsystem dynamics model according to the deformation relationship curve diagram; The second construction unit is used to respectively construct a steering subsystem dynamics model and a suspension subsystem dynamics model; A third construction unit is used to construct a rigid-flexible coupling suspension system dynamics model according to the leaf spring subsystem dynamics model, the steering subsystem dynamics model and the suspension subsystem dynamics model; The first simulation test unit is used to perform simulation analysis on the rigid-flexible coupling suspension system dynamics model and output the interference value of the rigid-flexible coupling suspension system dynamics model.

9. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the commercial vehicle suspension steering interference analysis method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the commercial vehicle suspension steering interference analysis method according to any one of claims 1 to 7 is implemented.

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