Vehicle simulation control method and related device

Abstract

The invention discloses a vehicle simulation control method and a related device, relates to the technical field of vehicle simulation, and is applied to simulation control equipment deployed with a vehicle body modeling model, and the vehicle body modeling model is used for representing a dynamic relationship between a front vehicle body and a rear vehicle body in a vehicle body of a vehicle. In the dynamic relation, the rear vehicle body can only rotate around the target direction relative to the front vehicle body. The method comprises the following steps: in a simulation test process of a vehicle, determining stress data to be applied to a front vehicle body and a rear vehicle body; determining first state data of a front vehicle body and second state data of a rear vehicle body at the current moment; based on the first state data, the second state data and the stress data, third state data of the front vehicle body and fourth state data of the rear vehicle body are determined through the dynamic relation. According to the method, the state of the vehicle body in the vehicle can be simulated more accurately in the vehicle simulation test process, and the situation that the accuracy of vehicle simulation is affected due to the fact that large errors exist in the state data of the vehicle body is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle simulation technology, and in particular to a vehicle simulation control method and related devices. Background Art

[0002] Vehicle simulation testing can be performed through Hardware-in-the-Loop (HIL) simulation.

[0003] In the HIL simulation of the vehicle, the vehicle body needs to be modeled so as to simulate the motion state of the vehicle body based on the vehicle body modeling during the HIL simulation process. Currently, the entire vehicle body is simplified as a rigid body during the vehicle body modeling process, but this ignores the bending deformation of the vehicle body under force, resulting in large errors in the state data of the vehicle body calculated during the HIL simulation process, thus affecting the accuracy of the vehicle simulation. Summary of the invention

[0004] In view of the above problems, the present application provides a vehicle simulation control method and related devices to more accurately simulate the state of the vehicle body in the vehicle during the vehicle simulation test, thereby reducing the situation where the accuracy of vehicle simulation is affected by large errors in the vehicle body state data.

[0005] On the one hand, the present application provides a vehicle simulation control method, which is applied to a simulation control device, wherein a vehicle body modeling model of the vehicle is deployed in the simulation control device, wherein the vehicle body modeling model is used to characterize a dynamic relationship between a front body and a rear body in the vehicle body, wherein the rear body can only rotate relative to the front body around a target direction, wherein the target direction is a direction from the rear of the front body to the front of the front body, wherein the method comprises:

[0006] During the simulation test of the vehicle, determining force data to be applied to the front vehicle body and the rear vehicle body, the force data being determined based on a test control signal issued by a vehicle controller in the vehicle;

[0007] Determine the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment;

[0008] Based on the first state data, the second state data and the force data, the third state data of the front body and the fourth state data of the rear body are determined using the dynamic relationship represented by the body modeling model.

[0009] In a possible implementation, the vehicle body modeling model is obtained by adopting multi-body dynamics theory modeling, on the premise that the front body and the rear body of the vehicle body are two rigid bodies of the rigid body system, and the front body and the rear body are connected by a torsion spring and a torsion damping element that can rotate around the target direction;

[0010] Wherein, the stiffness coefficient of the torsion spring is the rotational stiffness of the vehicle body rotating around the target direction;

[0011] The damping coefficient of the torsion damping element is the rotational damping of the vehicle body rotating around the target direction.

[0012] In another possible implementation, the first state data at least includes: a first motion parameter of the front vehicle body, and the second state parameter at least includes: a second motion parameter of the rear vehicle body;

[0013] The determining, based on the first state data, the second state data and the force data, of the third state data of the front vehicle body and the fourth state data of the rear vehicle body by using the dynamic relationship represented by the vehicle body modeling model comprises:

[0014] Based on the first motion parameter, the second motion parameter and the force data, and using the dynamic relationship represented by the vehicle body modeling model, determine the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body;

[0015] The third state data of the front body and the fourth state data of the rear body are determined based on the first state data, the second state data, the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body relative to the front body around the target direction.

[0016] In another possible implementation, the vehicle body modeling model includes a dynamic equation between the front vehicle body and the rear vehicle body, and the dynamic equation includes:

[0017] The generalized mass matrix corresponding to the front body and the rear body, the transpose of the differential of the degree of freedom, the first motion parameter of the front body, the second motion parameter of the rear body, and the first dynamic equation between the force data of the front body and the rear body;

[0018] a second dynamic equation between the generalized mass matrix, the mass tensor matrices corresponding to the front body and the rear body, the inertia tensor matrices corresponding to the front body and the rear body, the stiffness coefficient of the torsion spring, the damping coefficient of the torsion damping element, the first motion parameter of the front body, and the second motion parameter of the rear body;

[0019] The degree of freedom differential includes: the differential of the first motion parameter, and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body;

[0020] The determining, based on the first motion parameter, the second motion parameter and the force data, of the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body using the dynamic relationship represented by the vehicle body modeling model comprises:

[0021] Based on the first motion parameter of the front body, the second motion parameter of the rear body and the force data, the first dynamic equation and the second dynamic equation are used to determine the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body relative to the front body around the target direction.

[0022] In another possible implementation, the first dynamic equation is:

[0023] ;

[0024] in, is the generalized mass matrix of the front and rear bodies;

[0025] is the transpose of the differential of the degrees of freedom, ;

[0026] is the generalized force matrix, ;

[0027] ;

[0028] ;

[0029] ;

[0030] ;

[0031] ;

[0032] ;

[0033] ;

[0034] ;

[0035] Wherein, the degree of freedom differential includes: Differential , Differential , Differential , Differential , Differential , Differential ,as well as Differential ;

[0036] in, , and are respectively the center of mass of the front vehicle body in the first coordinate system , and The speed in the three coordinate axis directions, the first coordinate system is based on the target direction The coordinate system constructed in the positive direction of the axis;

[0037] , and are respectively the front vehicle body around the first coordinate system , and Angular velocity of the three coordinate axes;

[0038] , and are respectively the mass center of the rear vehicle body in the first coordinate system , and The speed in the three coordinate axes;

[0039] , and are respectively the coordinates of the rear body relative to the front body around the first coordinate system , and Angular velocity of rotation of the three coordinate axes;

[0040] is a unit vector;

[0041] After the force data is applied to the front vehicle body and the rear vehicle body, the front vehicle body and the rear vehicle body are surrounded by the Torque in the direction of the coordinate axis;

[0042] is the stiffness coefficient of the torsion spring;

[0043] After the force data is applied to the front body and the rear body, the rear body rotates relative to the front body. The rotation angle of the coordinate axis direction;

[0044] is the damping coefficient of the torsional damping element;

[0045] and are respectively the external force and external torque applied to the front vehicle body;

[0046] and are respectively the external force and external torque applied to the rear vehicle body;

[0047] The second dynamic equation is:

[0048] ;

[0049] Among them, the is the mass tensor matrix corresponding to the front and rear bodies, is the inertia tensor matrix corresponding to the front and rear bodies;

[0050] Wherein, the first motion parameter includes: , , , , and , the second motion parameters include: , , , , and ;

[0051] The force data include: , , and .

[0052] In another possible implementation, the determining the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment includes:

[0053] Obtaining first state data of the front vehicle body in a first coordinate system and rear vehicle state data of the rear vehicle body in a second coordinate system at a current moment, wherein the first coordinate system is a coordinate system constructed based on the front vehicle body, and the second coordinate system is a coordinate system constructed based on the rear vehicle body;

[0054] The rear vehicle state data is converted into second state data of the rear vehicle body in the first coordinate system.

[0055] In yet another possible implementation, the first coordinate system includes a coordinate axis constructed with the target direction as a positive direction;

[0056] Before converting the rear vehicle state data into second state data of the rear vehicle body in the first coordinate system, the method further includes:

[0057] Obtaining a current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment;

[0058] The converting the rear vehicle state data into second state data of the rear vehicle body in the first coordinate system comprises:

[0059] Determine a first transformation matrix from the second coordinate system to the first coordinate system based on the current rotation angle;

[0060] Based on the first conversion matrix, the state data of the rear vehicle is converted into second state data of the rear vehicle body in the first coordinate system.

[0061] In yet another possible implementation, the third state data and the fourth state data are both state data in a first coordinate system corresponding to the front vehicle body;

[0062] The third state data includes the latest angular velocity of the front vehicle body rotating around the three coordinate axis directions on the first coordinate system;

[0063] After determining the third state data of the front vehicle body and the fourth state data of the rear vehicle body, the method further includes:

[0064] Integrate the latest angular velocities of the front vehicle body rotating around the three coordinate axes of the first coordinate system to obtain reference rotation angles of the front vehicle body around the three coordinate axes of the earth coordinate system;

[0065] Based on the reference rotation angle, determining a second transformation matrix from the first coordinate system to the earth coordinate system;

[0066] Based on the second conversion matrix, the third state data and the fourth state data are converted into the state data of the front vehicle body in the earth coordinate system and the state data of the rear vehicle body in the earth coordinate system respectively.

[0067] On the other hand, the present application further provides a vehicle simulation control device, which is applied to a simulation control device, wherein a vehicle body modeling model of the vehicle is deployed in the simulation control device, wherein the vehicle body modeling model is used to characterize the dynamic relationship between the front body and the rear body of the vehicle, wherein the rear body can only rotate relative to the front body around a target direction, wherein the target direction is a direction from the rear of the front body to the front of the front body, and the device comprises:

[0068] a force determination unit, used to determine force data to be applied to the front vehicle body and the rear vehicle body during the simulation test of the vehicle, wherein the force data is determined based on a test control signal sent by a vehicle controller in the vehicle;

[0069] A state determination unit, used to determine the first state data of the front vehicle body and the second state data of the rear vehicle body at a current moment;

[0070] A state simulation unit is used to determine the third state data of the front vehicle body and the fourth state data of the rear vehicle body based on the first state data, the second state data and the force data and using the dynamic relationship represented by the vehicle body modeling model.

[0071] In another aspect, the present application further provides a simulation control device, characterized in that it includes a memory and a processor;

[0072] The memory is used to store a program and a vehicle body modeling model, wherein the vehicle body modeling model is used to characterize a dynamic relationship between a front vehicle body and a rear vehicle body in the vehicle body, wherein the rear vehicle body can only rotate relative to the front vehicle body around a target direction, and the target direction is a direction from the rear of the front vehicle body to the front of the front vehicle body;

[0073] The processor is used to execute the program based on the vehicle body modeling model to implement each step in the vehicle simulation control method as described in any one of the above.

[0074] From the above content, it can be seen that in the body modeling model in the present application, the vehicle body is modeled as a front body and a rear body, and the rear body can only rotate relative to the front body in the target direction from the tail of the front body to the front of the vehicle. This is consistent with the situation that the vehicle body can only rotate in the direction from the rear of the vehicle to the front of the vehicle during normal driving, resulting in distortion and deformation. The body modeling model can more accurately characterize the dynamic relationship between the front body and the rear body. Therefore, during the vehicle simulation test, the state changes of the front and rear bodies in the vehicle body can be more accurately simulated based on the body modeling model, thereby reducing the error of the body state data calculated during the vehicle simulation test, and naturally improving the accuracy of the vehicle simulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0076] Figure 1 A schematic diagram of a flow chart of the vehicle simulation control method provided in this application;

[0077] Figure 2 A top view showing the connection relationship between the front vehicle body and the rear vehicle body modeled by the vehicle body;

[0078] Figure 3 A rear view showing the rear body rotated relative to the front body;

[0079] Figure 4 A schematic diagram of another flow chart of the vehicle simulation control method provided in this application;

[0080] Figure 5 A schematic diagram of the structure of a vehicle simulation control device provided in this application;

[0081] Figure 6 A schematic diagram of the composition architecture of the simulation control device provided in this application. DETAILED DESCRIPTION

[0082] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application. The terms used in the implementation mode of the present application are only used to explain the specific embodiments of the present application, and are not intended to limit the present application. It is known to those skilled in the art that with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0083] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and need not be used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is only to describe the distinction mode adopted by the objects of the same attributes when describing in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0084] like Figure 1, showing a flow chart of the vehicle simulation control method provided by the present application, the vehicle simulation control method of this embodiment can be applied to a simulation control device, and the simulation control device can be any computer device with data processing function, without limitation.

[0085] In the present application, the simulation control device is deployed with a vehicle body modeling model, which is used to characterize the dynamic relationship between the front body and the rear body of the vehicle, in which the rear body can only rotate relative to the front body around a target direction. The target direction is the direction from the tail of the front body to the front of the front body.

[0086] The front body may be the front part of the vehicle, and the rear body refers to the body part other than the front body, and the front body and the rear body constitute the vehicle. For example, the vehicle body may be divided into the front body and the rear body based on the center of mass of the vehicle, the front body refers to the part of the vehicle body located before the center of mass, for example, the front body is the body part from the front of the vehicle to the dividing line where the center of mass is located, and the rear body is the part of the vehicle body other than the front body.

[0087] Different from the existing modeling of the entire vehicle body as a rigid body, the present application models the vehicle body as a front body and a rear body, and the modeled rear body can only rotate around the target direction relative to the front body. The inventor of the present application has found through research that due to the special structure of the vehicle body, the vehicle body has a small rigidity only in the direction of the line connecting the rear end and the front end of the vehicle, which is prone to distortion. In other directions perpendicular to the connecting direction, the rigidity of the vehicle body is large and the distortion is small. Therefore, during normal vehicle operation, the distortion in other directions can be ignored. It can be seen that the distortion of the vehicle body is the distortion of the vehicle body in the direction of the line connecting the rear end and the front end of the vehicle.

[0088] Based on this, in the process of vehicle body modeling, the vehicle body is regarded as including the front body and the rear body, with the front body as the benchmark. Then the rear body can only rotate relative to the front body in the direction from the tail of the front body to the front of the vehicle, causing the vehicle body to be twisted and deformed in the corresponding direction. In this way, the dynamic relationship such as the relative constraint and movement of the front and rear bodies in the vehicle body modeling model can accurately reflect the twisting and deformation of the vehicle body caused by the force.

[0089] On the basis of the above, the vehicle simulation control method of the present application may include:

[0090] S101, during a simulation test of a vehicle, determining force data to be applied to a front vehicle body and a rear vehicle body.

[0091] The force data is determined based on a test control signal sent by a vehicle controller in the vehicle. The vehicle controller may be a controller in the vehicle that needs to be tested, without limitation.

[0092] It can be understood that during the vehicle simulation test, the vehicle controller can issue a test control signal for controlling the vehicle. After the simulation control device obtains the test control signal, it can perform simulation control based on the operating rules of each component in the vehicle and determine the force data that needs to be applied to the front and rear bodies.

[0093] In the present application, the specific test methods of the vehicle simulation test are different, and the specific implementation of the vehicle controller determining the force data will also be different, and there is no restriction on the specific implementation of determining the force data.

[0094] To make it easier to understand, let's take an example:

[0095] Taking the simulation test of the vehicle by the surplus HIL as an example, there is a communication connection between the real vehicle controller in the vehicle and the simulation control device. In addition to the vehicle body modeling model, the simulation control device can also deploy the steering model, tire model and suspension model required for vehicle simulation. Among them. After obtaining the test control signal used by the vehicle controller to control the steering wheel angle and speed, the simulation control device can determine the vehicle's wheel angle, speed and other information based on the simulation models such as the steering model and tire model, and finally determine the force data that needs to be applied to the front and rear bodies.

[0096] In the present application, the force data may include external forces on the front vehicle body and the rear vehicle body, and may also include external torques acting on the front vehicle body and the rear vehicle body, etc., without limitation.

[0097] S102, determining the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment.

[0098] Among them, the first state data of the front vehicle body is data used to characterize the current state of the front vehicle body. For example, the first state data may include motion parameters such as the speed and angular velocity of the front vehicle body, and may also include information such as the position information of the front vehicle body, without limitation.

[0099] Similarly, the second state data is data used to characterize the current state of the rear vehicle body. For example, the second state data may include motion parameters and position information of the rear vehicle body, etc., without limitation.

[0100] It is understandable that, during the vehicle simulation test, the state data of the front body and the rear body refer to the state data simulated by the simulation control device. During the vehicle simulation test, each time the vehicle controller sends a test control signal, the simulation control device simulates the state of each component in the vehicle. Therefore, the first state data of the front body and the second state data of the rear body are actually the first state data of the front body and the second state data of the rear body determined most recently, that is, the most recent historical state data of the front body and the most recent historical state data of the rear body.

[0101] S103, based on the first state data, the second state data and the force data, using the dynamic relationship represented by the vehicle body modeling model, determine the third state data of the front vehicle body and the fourth state data of the rear vehicle body.

[0102] The third state data of the front body and the fourth state data of the rear body are respectively the state data of the front body and the state data of the rear body determined by simulation after the vehicle responds to the test control signal. Since the vehicle responds to the test control signal, the force data will inevitably be applied to the front body and the rear body, so the third state data and the fourth state data are also the third state data of the front body and the fourth state data of the rear body after the force data are applied to the front body and the rear body.

[0103] It can be understood that since the vehicle body modeling model can characterize the dynamic relationship between the front vehicle body and the rear vehicle body, when the current states of the front vehicle body and the rear vehicle body are determined, the vehicle body modeling model can simulate the changes in state data such as motion parameters of the front vehicle body and the rear vehicle body after the force data is applied to the front vehicle body and the rear vehicle body, thereby obtaining the third state data and the fourth state data.

[0104] It can be seen that in the present application, the vehicle body is modeled as a front body and a rear body in the body modeling model, and the rear body can only rotate relative to the front body in the target direction from the tail of the front body to the front of the vehicle. This is consistent with the situation that the vehicle body can only rotate in the direction from the rear of the vehicle to the front of the vehicle during normal driving, resulting in distortion and deformation. The body modeling model can more accurately characterize the dynamic relationship between the front body and the rear body. Therefore, during the vehicle simulation test, the state changes of the front and rear bodies in the vehicle body can be more accurately simulated based on the body modeling model, thereby reducing the error of the body state data calculated during the vehicle simulation test, and naturally improving the accuracy of the vehicle simulation.

[0105] In the present application, in order to enable the constructed vehicle body modeling model to accurately reflect the possible deformation of the vehicle body during the driving process of the vehicle, under the assumption that the vehicle body has a front body and a rear body, it can also be assumed that the front body and the rear body are connected by a ball joint and a sliding kinematic pair. Among them, the ball joint is a mechanical connector used to connect two objects and allow them to rotate freely in multiple directions. Therefore, under the premise that there is a ball joint connection between the front body and the rear body, the front body and the rear body can rotate relative to each other, but there cannot be relative translation. In a three-dimensional coordinate system, two objects connected by a sliding kinematic pair can only translate relative to each other in one coordinate axis direction, and the other two coordinate axis directions can neither translate relative to each other nor rotate relative to each other.

[0106] It can be seen that based on this assumption, it can be achieved that the rear vehicle body can only rotate around the front vehicle body along the set target direction, while there are ideal constraints in other directions, so that relative movement in other directions is impossible.

[0107] For ease of understanding, the following Figure 2 and Figure 3 Provide explanation. Figure 2 A top view showing the connection relationship between the front body and the rear body modeled by the body. Figure 3 A rear view is shown with the rear body rotated relative to the front body.

[0108] Depend on Figure 2 It can be seen that the car body is divided into two parts, the front part of the car body is the front body, and the rear part of the car body is the rear body.

[0109] There is an articulation point between the front body and the rear body, and a ball joint and a sliding connection pair can be arranged at the articulation point position. On this basis, the rear body can rotate around the target direction from the rear body to the front body.

[0110] As in Figure 2 and Figure 3 , a three-dimensional coordinate system can be constructed based on the previous vehicle body, where The coordinate axis is located in the direction from the rear end to the front end of the front vehicle body. and The coordinate axis is perpendicular to Coordinate axis.

[0111] It can be seen that the rear body can rotate around the front body in the target direction, which actually means that the rear body can rotate relative to the front body. Axis rotation.

[0112] Figure 3What is presented is that when looking from the rear of the rear body toward the body, the rear body is seen to be distorted by the rotation relative to the front body. It can be seen that after the rear body rotates relative to the front body, the entire body is distorted to a certain extent. Figure 3 medium angle It is the rotation angle of the rear body relative to the front body after external force is applied to the front body and the rear body (i.e., external force is applied to the body).

[0113] certainly, Figure 2 and Figure 3 This is just an example and does not constitute a limitation on the connection relationship between the front body and the rear body in this application.

[0114] On the basis of the above, when modeling the vehicle body, in order to be able to equivalent the effects of the ball joint and the sliding kinematic pair connecting the front vehicle body and the rear vehicle body, the present application may assume that there is a torsion spring and a torsion damping element between the front vehicle body and the rear vehicle body that can rotate around the target direction. Moreover, in order to accurately reflect the influence of the torsional deformation of the vehicle body during the simulation process, the stiffness coefficient of the torsion spring can be set to the rotational stiffness of the vehicle body rotating around the target direction, and the damping coefficient of the torsion damping element is the rotational damping of the vehicle body rotating around the target direction.

[0115] On this basis, the front and rear bodies of the vehicle are two rigid bodies of the rigid body system, and the front and rear bodies are connected by a torsion spring and a torsion damping element that can rotate around the target direction. The vehicle modeling model is modeled using multi-body dynamics theory.

[0116] It can be understood that the vehicle body modeling model constructed based on multiple dynamic theories can characterize the degrees of freedom and motion relationship between the rigid system composed of the front body and the rear body. Therefore, combined with the vehicle body modeling model, the changes in the motion parameters of the front body and the rear body can be derived.

[0117] Based on this, in the present application, the first state data at least includes: the first motion parameter of the front body; the second state parameter at least includes: the second motion parameter of the rear body. In the present application, the motion parameter may include speed and angular velocity, etc. Correspondingly, the first motion parameter of the front body may include the speed and angular velocity of the front body, and the second motion parameter of the rear body may include the speed and angular velocity of the rear body.

[0118] It is understandable that, since the vehicle body is in three-dimensional space, the speed may be the speed on each coordinate axis of the three-dimensional coordinate system, and the angular velocity may be the angular velocity of the front vehicle body or the rear vehicle body around each coordinate axis. In the present application, the three-dimensional coordinate system may be set according to actual needs. For the convenience of calculation, the coordinate system may be constructed based on the front vehicle body. Therefore, the first motion parameter and the second motion parameter are both motion parameters in the coordinate system of the front vehicle body.

[0119] Accordingly, the present application can determine the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body based on the first motion parameter, the second motion parameter and the force data, using the dynamic relationship represented by the vehicle body modeling model. On this basis, the third state data of the front vehicle body and the fourth state data of the rear vehicle body are determined based on the first state data, the second state data, the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body.

[0120] The differential of the first motion parameter can represent the acceleration and angular acceleration of the front body after the force data is applied to the front body and the rear body. The differential of the angular velocity of the rear body relative to the front body rotating around the target direction represents the rate of change of the speed of the rear body relative to the front body rotating around the target direction per unit time.

[0121] It can be understood that the rear vehicle body can only rotate around the target direction relative to the front vehicle body, and there is no translation or rotation of the rear vehicle body relative to the front vehicle body in other directions. Therefore, when the current first state data and the second state data are known, based on the differential of the first motion parameter and the differential of the angular velocity of the rear vehicle body relative to the front vehicle body around the target direction, the state data of the front vehicle body and the rear vehicle body respectively after the force data are applied to the front vehicle body and the rear vehicle body can be calculated.

[0122] Similar to the first state data, the third state data may include parameters such as the speed and angular velocity of the front vehicle body after the force data is applied to the front vehicle body. Similar to the second state data, the fourth state data may include parameters such as the speed and angular velocity of the rear vehicle body after the force data is applied to the rear vehicle body.

[0123] Of course, the first state data may also include the first position information of the front vehicle body before the force data is applied (that is, the first historical position information of the front vehicle body determined most recently). Similarly, the second state data may also include the second position information of the rear vehicle body before the force data is applied (that is, the second historical position information of the rear vehicle body determined most recently). On this basis, the third state data may also include the third position information of the front vehicle body after the force data is applied. And the fourth state data may also include the fourth position information of the rear vehicle body after the force data is applied.

[0124] The position information of the front vehicle body may include the position of the center of mass of the front vehicle body, and may also include the position information of other points on the front vehicle body. The position information of the rear vehicle body is similar and there is no restriction on this.

[0125] In the present application, the third state data and the fourth state data can be obtained by mathematical deduction and calculation, and there is no limitation on the specific calculation process.

[0126] For example, when the first motion parameter includes speed and angular velocity, the differential of the first motion parameter and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body are integrated respectively to determine the speed, angular velocity, moving distance of the front body in the three-dimensional coordinate system after the force data is applied, and the angular velocity of the rear body rotating around the target direction.

[0127] Of course, if the status data also includes position information, then it can also be combined with the first position information of the front vehicle body, the second position information of the rear vehicle body, and the moving distance obtained by integral processing to determine the third position information of the front vehicle body and the fourth position information of the rear vehicle body after the force data is applied to the front vehicle body and the rear vehicle body.

[0128] In the present application, there may be many possibilities for the vehicle body modeling model, and there is no limitation to this.

[0129] In a possible implementation, a dynamic equation constructed based on dynamic dynamics theory can be used as a vehicle body modeling model, so the vehicle body modeling model can include a dynamic equation between the front vehicle body and the rear vehicle body. Considering that the front vehicle body and the rear vehicle body are connected by an equivalent torsion spring and a torsion damping element, so that the rear vehicle body rotates relative to the front vehicle body around the target direction, the rotational dynamic equation can include the following two dynamic equations:

[0130] The generalized mass matrix corresponding to the front body and the rear body, the transpose of the differential of the degree of freedom, the first motion parameter of the front body, the second motion parameter of the rear body, and the first dynamic equation between the force data of the front body and the rear body;

[0131] The second dynamic equation is between the generalized mass matrix, the mass tensor matrices corresponding to the front body and the rear body, the inertia tensor matrices corresponding to the front body and the rear body, the stiffness coefficient of the torsion spring, the damping coefficient of the torsion damping element, the first motion parameter of the front body, and the second motion parameter of the rear body.

[0132] The degree of freedom differential is the differential of the corresponding motion parameter on the degree of freedom of the rigid system composed of the front body and the rear body. Therefore, the degree of freedom differential includes: the differential of the first motion parameter and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body. The first motion parameter can have multiple motion parameters, so the differential of the first motion parameter can be the differential of multiple motion parameters.

[0133] For example, when the front vehicle body and the rear vehicle body are regarded as a rigid system, the rigid system has a total of seven degrees of freedom, namely: the degree of freedom of translation of the front vehicle body on the three coordinate axes of the three-dimensional coordinate system, the degree of freedom of rotation of the front vehicle body around the three coordinate axes, and the degree of freedom of rotation of the rear vehicle body relative to the front vehicle body around the target direction.

[0134] In order to improve the efficiency of data calculation, the present application can select the coordinate system of the front vehicle body as the coordinate system for calculating the vehicle state data during vehicle simulation. For the sake of distinction, the coordinate system constructed based on the front vehicle body is called the first coordinate system. The first coordinate system is based on the target direction. The coordinate system is constructed along the positive direction of the axis.

[0135] For example, the first coordinate system can be a system with the center of mass of the front vehicle as the origin and the target direction as the The coordinate system is constructed in the positive direction of the axis. Of course, there may be other possibilities for the first coordinate system, and there is no restriction on this.

[0136] On this basis, the dynamic equations that can be constructed based on the first coordinate system may include the following first dynamic equation and second dynamic equation.

[0137] Among them, the first dynamic equation is the following formula 1:

[0138] (Formula 1);

[0139] in, is the generalized mass matrix of the front and rear bodies;

[0140] is the transpose of the differential of the degrees of freedom, ;

[0141] is the generalized force matrix, It can be expressed as the following formula 2:

[0142] (Formula 2);

[0143] in, is the distance between the front body and the rear body around the first coordinate system after the force data is applied to the front body and the rear body The torque in the direction of the coordinate axis is expressed as formula 3:

[0144] (Formula 3);

[0145] After the force data is applied to the front and rear bodies, the rear body rotates relative to the front body. The rotation angle of the coordinate axis direction can be calculated using the following formula 4:

[0146] (Formula 4);

[0147] is the stiffness coefficient of the torsion spring, is the damping coefficient of the torsional damping element. and can be respectively the torsional rigid body of the vehicle body and the torsional rigid body of the vehicle body around the first coordinate system obtained in advance through experimental measurement Torque in the direction of the coordinate axis.

[0148] in, and are different Jacobian matrices, which can be expressed as the following formulas 5 and 6 respectively:

[0149] (Formula 5);

[0150] (Formula 6);

[0151] in, ;

[0152] ;

[0153] ;

[0154] ;

[0155] Among them, the degree of freedom differential includes: Differential , Differential , Differential , Differential , Differential , Differential ,as well as Differential .

[0156] in, , and are the center of mass of the front vehicle in the first coordinate system. , and The speed in the three coordinate axes;

[0157] , and are the front body around the first coordinate system , and Angular velocity of the three coordinate axes;

[0158] , and They are the center of mass of the rear vehicle body in the first coordinate system. , and The speed in the three coordinate axes;

[0159] , and are the coordinates of the rear body relative to the front body around the first coordinate system , and The angular velocity of rotation about the three coordinate axes.

[0160] is a unit vector.

[0161] and are the external force and external torque acting on the front vehicle body respectively;

[0162] and are the external force and external torque acting on the rear vehicle body respectively;

[0163] The second dynamic equation can be expressed as the following formula 7:

[0164] (Formula 7);

[0165] in, is the mass tensor matrix corresponding to the front and rear bodies, is the inertia tensor matrix corresponding to the front and rear bodies; when the vehicle is determined, and are two known matrices.

[0166] Based on the above first power equation and second power equation, the first motion parameter in the first state data of the front vehicle body may include: , , , , and , that is, the first motion parameter includes the parameter values ​​of these parameters. Correspondingly, the second motion parameter in the second state data of the rear vehicle body may include: , , , , and , that is, the second motion parameter includes the specific parameter values ​​of these parameters.

[0167] The force data to be applied to the front body and the rear body include: , , and .

[0168] The following uses the dynamic equation including the first dynamic equation and the second dynamic equation as an example to introduce the vehicle simulation control method of the present application. Figure 4 , shows another flow chart of the vehicle simulation control method provided by the embodiment of the present application. The method of this embodiment can be applied to a simulation control device in which the first power equation and the second power equation are deployed. This embodiment may include the following steps:

[0169] S401 , during a simulation test of the vehicle, determining a first external force and a first external torque to be applied to a front vehicle body and a second external force and a second external torque to be applied to a rear vehicle body.

[0170] The first external force, the first external torque, the second external force and the second external torque are determined based on a test control signal sent by a vehicle controller in the vehicle.

[0171] S402, determining the first motion parameter and first position information of the front vehicle body and the second motion parameter and second position information of the rear vehicle body at the current moment.

[0172] The first motion parameter includes: the center of mass of the front vehicle body in the first coordinate system , and The speed in the three coordinate axes and the velocity of the front vehicle around the first coordinate system , and Angular velocities about the three coordinate axes.

[0173] The second motion parameters include: the center of mass of the rear vehicle body in the first coordinate system , and The speed in the three coordinate axes and the velocity of the rear body relative to the front body around the first coordinate system , and The angular velocity of rotation about the three coordinate axes.

[0174] S403, based on the first motion parameter of the front body, the second motion parameter of the rear body, the first external force, the second external force, the first external matrix and the second external matrix, using the first dynamic equation and the second dynamic equation, determine the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body.

[0175] For example, the first external force, the first external matrix, the second external force and the second external matrix are respectively used as the calculation formula of the generalized force matrix involved in the first dynamic equation , , and At the same time, the velocity and angular velocity involved in the first motion parameter are used as the relevant values ​​in the Jacobian matrix involved in the first dynamic equation and the second dynamic equation. Then, the first dynamic equation and the second dynamic equation are combined to solve , and finally the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body can be determined.

[0176] The differential of the first motion parameter of the front vehicle body includes: , and The differentials of the velocities in the three coordinate axes and the velocity of the front vehicle around the first coordinate system , and The differentials of the angular velocity of the three coordinate axes. That is to say, the differentials of the first motion parameter include the aforementioned: , , , , and .

[0177] The differential of the angular velocity of the rear body relative to the front body rotating around the target direction is the aforementioned .

[0178] S404, based on the first motion parameter, the first position information, the second motion parameter, the second position information, the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body relative to the front body around the target direction, determine the third state data of the front body and the fourth state data of the rear body after the vehicle responds to the test control signal.

[0179] The third state data of the front vehicle body includes: after the vehicle responds to the test control signal (that is, after the first external force and the first external torque are applied to the front vehicle body), the center of mass of the front vehicle body is in the first coordinate system. , and The speed in the three coordinate axes, the front body around the first coordinate system , and The angular velocity of the three coordinate axes and the third position information of the front vehicle body.

[0180] Correspondingly, the third state data may include: after the vehicle responds to the test control signal (i.e., after the second external force and the second external torque are applied to the rear body), the center of mass of the rear body is in the first coordinate system. , and The speed in the three coordinate axes, the rear body around the first coordinate system , and The angular velocity of the three coordinate axes, and the fourth position information of the rear vehicle body.

[0181] This step can be referred to the previous related introduction and will not be repeated here.

[0182] It is understandable that, in practical applications, the state data of the rear vehicle body obtained may also be the state data of the rear vehicle body in a second coordinate system based on the rear vehicle body. For example, in the initial state, if the simulation control device has not yet obtained the test control signal sent by the vehicle controller, the state data of the front vehicle body and the rear vehicle body have naturally not been simulated. On this basis, the state data on the rear vehicle body may be the state data in the second coordinate system corresponding to the rear vehicle body. Of course, if the state data of the rear vehicle body in the first coordinate system is converted to the second coordinate system after each response to the test control signal of the vehicle controller and the corresponding simulation is performed, then after the force data is obtained, the state data of the rear vehicle body obtained will also be the state data in the second coordinate system of the rear vehicle body. On this basis, it is necessary to convert the state data of the rear vehicle body into the first coordinate system corresponding to the front vehicle body.

[0183] For the sake of distinction, the state data of the rear vehicle body in its corresponding second coordinate system is referred to as the rear vehicle state data. Correspondingly, after obtaining the force data, if the first state data of the front vehicle body in the first coordinate system at the current moment and the rear vehicle state data of the rear vehicle body in the second coordinate system are obtained, the rear vehicle state data can also be converted into the second state data of the rear vehicle body in the first coordinate system.

[0184] Among them, the second coordinate system of the rear body can be constructed in multiple ways. For example, the second coordinate system can be a coordinate system with the center of mass of the rear body as the origin and the direction from the rear end of the rear body to the head of the rear body as the positive direction of a coordinate axis.

[0185] In a possible implementation, as mentioned above, the first coordinate system may include a coordinate axis constructed with the target direction as the positive direction. On this basis, before converting the rear vehicle state data into the second state data of the rear vehicle body in the first coordinate system, the current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment may also be obtained; accordingly, the first conversion matrix from the second coordinate system to the first coordinate system may be determined based on the current rotation angle, and then based on the first conversion matrix, the rear vehicle state data may be converted into the second state data of the rear vehicle body in the first coordinate system.

[0186] The current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment is the most recently determined historical rotation angle of the front vehicle body around the target direction.

[0187] For example, still taking the vehicle body modeling model including the first power equation and the second power equation mentioned above as an example, in this case, it can be known from the formula related to the first power equation and the second power equation that each time the test control signal sent by the vehicle controller is executed to perform simulation calculation on the state data of the front vehicle body and the rear vehicle body, the position of the rear vehicle body relative to the front vehicle body around the first coordinate system will be calculated. The rotation angle of the coordinate axis rotation. When the test control signal is obtained next time and the state data of the front vehicle body and the rear vehicle body need to be simulated and calculated, the rotation angle calculated last time can be obtained as the current rotation angle.

[0188] The first conversion matrix can be calculated in a variety of ways, without limitation. It can be expressed as the following formula eight:

[0189] (Formula 8);

[0190] Among them, is the current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment when the force data is obtained.

[0191] It is understandable that in actual simulation tests, only the state data of the front vehicle body in the first coordinate system can be analyzed as needed, and it may also be necessary to determine the state data of the front vehicle body and the rear vehicle body in the geodetic coordinate system. Based on this, when the third state data and the fourth state data are both state data in the first coordinate system corresponding to the front vehicle body, the present application can also convert the third state data and the fourth state data into state data in the geodetic coordinate system.

[0192] In one implementation, since the third state data may include the latest angular velocity of the front body rotating around the three coordinate axes in the first coordinate system after the force data is applied to the front body, the reference rotation angle of the front body around the three coordinate axes in the earth coordinate system can be obtained by integrating the latest angular velocity of the front body rotating around the three coordinate axes in the first coordinate system. Accordingly, based on the reference rotation angle, the second transformation matrix from the first coordinate system to the earth coordinate system is determined. Accordingly, based on the second transformation matrix, the third state data and the fourth state data are respectively converted into the state data of the front body in the earth coordinate system and the state data of the rear body in the earth coordinate system.

[0193] For the sake of distinction, the angular velocity of the front vehicle body rotating around the three coordinate axis directions of the first coordinate system after the force data is applied to the front vehicle body is referred to as the latest angular velocity.

[0194] Corresponding to a vehicle simulation control method of the present application, the present application also provides a vehicle simulation control device. Figure 5 , showing a schematic diagram of the composition structure of a vehicle simulation control device provided in an embodiment of the present application, the device is applied to a simulation control device, and a vehicle body modeling model is deployed in the simulation control device, and the vehicle body modeling model is used to characterize the dynamic relationship between the front body and the rear body in the vehicle body. In the dynamic relationship, the rear body can only rotate around a target direction relative to the front body, and the target direction is the direction from the tail of the front body to the front of the front body.

[0195] In this application, the device includes:

[0196] A force determination unit 501, used to determine force data to be applied to the front vehicle body and the rear vehicle body during the simulation test of the vehicle, wherein the force data is determined based on a test control signal sent by a vehicle controller in the vehicle;

[0197] A state determination unit 502, used to determine the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment;

[0198] The state simulation unit 503 is used to determine the third state data of the front vehicle body and the fourth state data of the rear vehicle body based on the first state data, the second state data and the force data and using the dynamic relationship represented by the vehicle body modeling model.

[0199] In a possible implementation, the vehicle body modeling model is obtained by adopting multi-body dynamics theory modeling, on the premise that the front body and the rear body of the vehicle body are two rigid bodies of the rigid body system, and the front body and the rear body are connected by a torsion spring and a torsion damping element that can rotate around a target direction;

[0200] Wherein, the stiffness coefficient of the torsion spring is the rotational stiffness of the vehicle body rotating around the target direction;

[0201] The damping coefficient of the torsion damping element is the rotational damping of the vehicle body rotating around the target direction.

[0202] In another possible implementation, the first state data determined by the state determination unit includes at least: a first motion parameter of the front vehicle body, and the second state parameter includes at least: a second motion parameter of the rear vehicle body;

[0203] The state simulation unit comprises:

[0204] A differential determination subunit, configured to determine, based on the first motion parameter, the second motion parameter and the force data, the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body using the dynamic relationship represented by the vehicle body modeling model;

[0205] A state determination subunit is used to determine the third state data of the front body and the fourth state data of the rear body based on the first state data, the second state data, the differential of the first motion parameter of the front body, and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body.

[0206] In another possible implementation, the vehicle body modeling model includes a dynamic equation between the front vehicle body and the rear vehicle body, and the dynamic equation includes:

[0207] The generalized mass matrix corresponding to the front body and the rear body, the transpose of the differential of the degree of freedom, the first motion parameter of the front body, the second motion parameter of the rear body, and the first dynamic equation between the force data of the front body and the rear body;

[0208] a second dynamic equation between the generalized mass matrix, the mass tensor matrices corresponding to the front body and the rear body, the inertia tensor matrices corresponding to the front body and the rear body, the stiffness coefficient of the torsion spring, the damping coefficient of the torsion damping element, the first motion parameter of the front body, and the second motion parameter of the rear body;

[0209] The degree of freedom differential includes: the differential of the first motion parameter, and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body;

[0210] The differential determination subunit includes:

[0211] An equation solving subunit is used to determine the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body rotating around the target direction relative to the front body based on the first motion parameter of the front body, the second motion parameter of the rear body and the force data, using the first dynamic equation and the second dynamic equation.

[0212] In yet another possible implementation, the state determination unit includes:

[0213] A state acquisition subunit, used to obtain first state data of the front vehicle body in a first coordinate system and rear vehicle state data of the rear vehicle body in a second coordinate system at a current moment, wherein the first coordinate system is a coordinate system constructed based on the front vehicle body, and the second coordinate system is a coordinate system constructed based on the rear vehicle body;

[0214] The state conversion subunit is used to convert the state data of the rear vehicle into second state data of the rear vehicle body in the first coordinate system.

[0215] In yet another possible implementation, the first coordinate system includes a coordinate axis constructed with the target direction as a positive direction;

[0216] The device further comprises: an angle obtaining unit, which is used to obtain the current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment before the state conversion subunit converts the rear vehicle state data into the second state data of the rear vehicle body in the first coordinate system;

[0217] The state conversion subunit includes:

[0218] a matrix determination subunit, configured to determine a first transformation matrix from the second coordinate system to the first coordinate system based on the current rotation angle;

[0219] The data conversion subunit is used to convert the state data of the rear vehicle into second state data of the rear vehicle body in the first coordinate system based on the first conversion matrix.

[0220] In another possible implementation, the third state data and the fourth state data are both state data in a first coordinate system corresponding to the front vehicle body; and the third state data includes the latest angular velocity of the front vehicle body rotating around three coordinate axis directions on the first coordinate system;

[0221] The device also includes:

[0222] a reference angle determination unit, configured to integrate the latest angular velocities of the front body rotating around the three coordinate axes of the first coordinate system respectively after the state simulation unit determines the third state data of the front body and the fourth state data of the rear body, so as to obtain reference rotation angles of the front body around the three coordinate axes of the earth coordinate system;

[0223] a conversion matrix determining unit, configured to determine a second conversion matrix from the first coordinate system to the geodetic coordinate system based on the reference rotation angle;

[0224] A coordinate system conversion unit is used to convert the third state data and the fourth state data into state data of the front vehicle body in the earth coordinate system and state data of the rear vehicle body in the earth coordinate system respectively based on the second conversion matrix.

[0225] The present application also provides a simulation control device. Figure 6 As shown, it shows a schematic diagram of a composition structure of the simulation control device, and the simulation control device at least includes a processor 601 and a memory 602;

[0226] The memory 602 is used to store programs and vehicle body modeling models;

[0227] The processor 601 is used to execute the program in the memory based on the vehicle body modeling model to implement each step in the vehicle simulation control method described in any one of the above embodiments.

[0228] It is understandable that the simulation control device may further include a display unit 603 and an input unit 604. Of course, the electronic device may also have Figure 6 There may be more or fewer components, without limitation.

[0229] A computer program product is also provided in an embodiment of the present application, including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any vehicle simulation control method provided in the embodiment of the present application.

[0230] A computer-readable storage medium is also provided in an embodiment of the present application. The storage medium carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any vehicle simulation control method provided in the embodiment of the present application.

[0231] It should also be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the drawings of the device embodiments provided by the present application, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines.

[0232] Through the description of the above implementation mode, the technicians in the field can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course, it can also be implemented by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. In general, all functions completed by computer programs can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be various, such as analog circuits, digital circuits or special circuits. However, for the present application, software program implementation is a better implementation mode in more cases. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer floppy disk, a U disk, a mobile hard disk, a ROM, a RAM, a disk or an optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, a training device, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0233] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0234] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a training device, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, training device, or data center. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

Claims

1. A vehicle simulation control method, characterized in that: The method is applied to a simulation control device, wherein a vehicle body modeling model of a vehicle is deployed in the simulation control device, wherein the vehicle body modeling model is used to characterize the dynamic relationship between the front body and the rear body of the vehicle, wherein the rear body can only rotate relative to the front body around a target direction, wherein the target direction is a direction from the rear of the front body to the front of the front body, and the method comprises: During the simulation test of the vehicle, determining force data to be applied to the front vehicle body and the rear vehicle body, the force data being determined based on a test control signal issued by a vehicle controller in the vehicle; Determine the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment; Based on the first state data, the second state data and the force data, the third state data of the front body and the fourth state data of the rear body are determined using the dynamic relationship represented by the body modeling model.

2. The vehicle simulation control method according to claim 1, characterized in that: The vehicle body modeling model is obtained by adopting multi-body dynamics theory modeling, on the premise that the front body and the rear body of the vehicle body are two rigid bodies of the rigid body system, and the front body and the rear body are connected by a torsion spring and a torsion damping element that can rotate around the target direction; Wherein, the stiffness coefficient of the torsion spring is the rotational stiffness of the vehicle body rotating around the target direction; The damping coefficient of the torsion damping element is the rotational damping of the vehicle body rotating around the target direction.

3. The vehicle simulation control method according to claim 2, wherein the first state data at least comprises: The first motion parameter of the front vehicle body, the second state parameter at least includes: the second motion parameter of the rear vehicle body; The determining, based on the first state data, the second state data and the force data, of the third state data of the front vehicle body and the fourth state data of the rear vehicle body by using the dynamic relationship represented by the vehicle body modeling model comprises: Based on the first motion parameter, the second motion parameter and the force data, and using the dynamic relationship represented by the vehicle body modeling model, determine the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body; The third state data of the front body and the fourth state data of the rear body are determined based on the first state data, the second state data, the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body relative to the front body around the target direction.

4. The vehicle simulation control method according to claim 3, characterized in that: The vehicle body modeling model includes a dynamic equation between the front vehicle body and the rear vehicle body, and the dynamic equation includes: The generalized mass matrix corresponding to the front body and the rear body, the transpose of the differential of the degree of freedom, the first motion parameter of the front body, the second motion parameter of the rear body, and the first dynamic equation between the force data of the front body and the rear body; a second dynamic equation between the generalized mass matrix, the mass tensor matrices corresponding to the front body and the rear body, the inertia tensor matrices corresponding to the front body and the rear body, the stiffness coefficient of the torsion spring, the damping coefficient of the torsion damping element, the first motion parameter of the front body, and the second motion parameter of the rear body; The degree of freedom differential includes: the differential of the first motion parameter, and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body; The determining, based on the first motion parameter, the second motion parameter and the force data, of the differential of the first motion parameter of the front vehicle body and the differential of the angular velocity of the rear vehicle body rotating around the target direction relative to the front vehicle body using the dynamic relationship represented by the vehicle body modeling model comprises: Based on the first motion parameter of the front body, the second motion parameter of the rear body and the force data, the first dynamic equation and the second dynamic equation are used to determine the differential of the first motion parameter of the front body and the differential of the angular velocity of the rear body relative to the front body around the target direction.

5. The vehicle simulation control method according to claim 4, characterized in that: The first dynamic equation is: ； in, is the generalized mass matrix of the front and rear bodies; is the transpose of the differential of the degrees of freedom, ; is the generalized force matrix, ; ； ； ； ； ； ； ； ； Wherein, the degree of freedom differential includes: Differential , Differential , Differential , Differential , Differential , Differential ,as well as Differential ; in, , and are respectively the center of mass of the front vehicle body in the first coordinate system , and The speed in the three coordinate axis directions, the first coordinate system is based on the target direction The coordinate system constructed in the positive direction of the axis; , and are respectively the front vehicle body around the first coordinate system , and Angular velocity of the three coordinate axes; , and are respectively the mass center of the rear vehicle body in the first coordinate system , and The speed in the three coordinate axes; , and are respectively the coordinates of the rear body relative to the front body around the first coordinate system , and Angular velocity of rotation of the three coordinate axes; is a unit vector; After the force data is applied to the front vehicle body and the rear vehicle body, the front vehicle body and the rear vehicle body are surrounded by the Torque in the direction of the coordinate axis; is the stiffness coefficient of the torsion spring; After the force data is applied to the front body and the rear body, the rear body rotates relative to the front body. The rotation angle of the coordinate axis direction; is the damping coefficient of the torsional damping element; and are respectively the external force and external torque applied to the front vehicle body; and are respectively the external force and external torque applied to the rear vehicle body; The second dynamic equation is: ； Among them, the is the mass tensor matrix corresponding to the front and rear bodies, is the inertia tensor matrix corresponding to the front and rear bodies; The first motion parameter includes: , , , , and , the second motion parameters include: , , , , and ; The force data include: , , and .

6. The vehicle simulation control method according to claim 1, characterized in that: The determining of the first state data of the front vehicle body and the second state data of the rear vehicle body at the current moment includes: Obtaining first state data of the front vehicle body in a first coordinate system and rear vehicle state data of the rear vehicle body in a second coordinate system at a current moment, wherein the first coordinate system is a coordinate system constructed based on the front vehicle body, and the second coordinate system is a coordinate system constructed based on the rear vehicle body; The rear vehicle state data is converted into second state data of the rear vehicle body in the first coordinate system.

7. The vehicle simulation control method according to claim 6, characterized in that: The first coordinate system includes a coordinate axis constructed with the target direction as a positive direction; Before converting the rear vehicle state data into second state data of the rear vehicle body in the first coordinate system, the method further includes: Obtaining a current rotation angle of the rear vehicle body relative to the front vehicle body around the target direction at the current moment; The converting the rear vehicle state data into second state data of the rear vehicle body in the first coordinate system comprises: Determine a first transformation matrix from the second coordinate system to the first coordinate system based on the current rotation angle; Based on the first conversion matrix, the state data of the rear vehicle is converted into second state data of the rear vehicle body in the first coordinate system.

8. The vehicle simulation control method according to claim 1, characterized in that: The third state data and the fourth state data are both state data in the first coordinate system corresponding to the front vehicle body; The third state data includes the latest angular velocity of the front vehicle body rotating around the three coordinate axis directions on the first coordinate system; After determining the third state data of the front vehicle body and the fourth state data of the rear vehicle body, the method further includes: Integrate the latest angular velocities of the front vehicle body rotating around the three coordinate axes of the first coordinate system to obtain reference rotation angles of the front vehicle body around the three coordinate axes of the earth coordinate system; Based on the reference rotation angle, determining a second transformation matrix from the first coordinate system to the earth coordinate system; Based on the second conversion matrix, the third state data and the fourth state data are converted into the state data of the front vehicle body in the earth coordinate system and the state data of the rear vehicle body in the earth coordinate system respectively.

9. A vehicle simulation control device, characterized in that: The device is applied to a simulation control device, wherein a vehicle body modeling model of a vehicle is deployed in the simulation control device, wherein the vehicle body modeling model is used to characterize the dynamic relationship between the front body and the rear body of the vehicle, wherein the rear body can only rotate relative to the front body around a target direction, wherein the target direction is a direction from the rear of the front body to the front of the front body, and the device comprises: a force determination unit, used to determine force data to be applied to the front vehicle body and the rear vehicle body during the simulation test of the vehicle, wherein the force data is determined based on a test control signal sent by a vehicle controller in the vehicle; A state determination unit, used to determine the first state data of the front vehicle body and the second state data of the rear vehicle body at a current moment; A state simulation unit is used to determine the third state data of the front vehicle body and the fourth state data of the rear vehicle body based on the first state data, the second state data and the force data and using the dynamic relationship represented by the vehicle body modeling model.

10. A simulation control device, characterized in that: including memory and processor; The memory is used to store a program and a vehicle body modeling model, wherein the vehicle body modeling model is used to characterize a dynamic relationship between a front vehicle body and a rear vehicle body in the vehicle body, wherein the rear vehicle body can only rotate relative to the front vehicle body around a target direction, and the target direction is a direction from the rear of the front vehicle body to the front of the front vehicle body; The processor is used to execute the program based on the vehicle body modeling model to implement each step in the vehicle simulation control method as described in any one of claims 1 to 8.

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