Commercial vehicle vibration performance evaluation method, device, equipment, medium and product

Abstract

The invention discloses a commercial vehicle vibration performance evaluation method, device and equipment, a medium and a product. The method comprises the following steps: creating an initial commercial vehicle model according to attribute information of each component of a commercial vehicle and a connection relationship between the components; operating the initial commercial vehicle model to obtain a simulated sprung offset frequency, a simulated unsprung offset frequency and a commercial vehicle modal frequency; and if the difference between the actual sprung offset frequency and the simulated sprung offset frequency is smaller than a first difference threshold value, the difference between the actual unsprung offset frequency and the simulated unsprung offset frequency is smaller than a second difference threshold value, and the commercial vehicle modal frequency meets a preset condition, loading the enveloped virtual pavement excitation to a grounding point of the initial commercial vehicle model, obtaining left and right wheel phase information; updating the initial commercial vehicle model based on the left and right wheel phase information to obtain a target commercial vehicle model; and operating the target commercial vehicle model to obtain a commercial vehicle vibration performance evaluation result, and through the technical scheme of the invention, the accuracy of commercial vehicle vibration performance evaluation can be improved.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of vehicle technology, and in particular to a commercial vehicle vibration performance evaluation method, device, equipment, medium and product. Background Art

[0002] With the iteration of the social labor structure, more and more young people are entering the commercial vehicle freight industry. Young people's choice of commercial vehicles is not limited to satisfying the power economy and the carrying capacity of the whole vehicle. The requirements for the appearance and driving comfort of commercial vehicles are also getting higher and higher. Driving comfort has a great impact on the physical and mental health of the driver. Being in a large vibration environment for a long time will seriously cause the driver's physical health, and will also cause great damage to the integrity of the precision freight instruments. In this environment, in order to better achieve better sales in the increasingly competitive market, commercial vehicle manufacturers must redesign and adjust their products to create products with better smoothness.

[0003] At present, traditional commercial vehicles rarely predict and optimize the ride comfort of the whole vehicle in the early stage of development. Instead, the ride comfort adjustment work is carried out after the whole vehicle is developed. At present, most OEMs mainly use Matlab and Adams Car to perform simulation analysis on the ride comfort of the whole vehicle in the early stage. However, the two softwares have the following disadvantages:

[0004] Matlab software vehicle ride comfort simulation requires simplifying the vehicle, usually to seven degrees of freedom, and establishing a seven-degree-of-freedom vibration equation based on vehicle vibration theory, and then using road roughness as an excitation to calculate the ride comfort of the vehicle. The above method is too simplified when building a vehicle model, considering the body and frame as rigid bodies, and failing to consider the impact of the elastic deformation of the body and frame on the results, and also failing to consider the stiffness parameters of a bushing in the suspension system.

[0005] Adams car software cannot well reflect the influence of the elastic mode of the whole vehicle on the ride comfort of the whole vehicle. This does not have a big impact on passenger cars. The main reason is that the first-order bending and torsional mode of the whole vehicle is relatively high, basically above 30Hz, and the natural frequency of the front and rear suspension is usually between 10-12Hz, which is difficult to couple with the first-order bending and torsional of the whole vehicle. Therefore, the drawbacks of Adams car software for the ride comfort of passenger cars can be basically ignored. But for commercial vehicles, especially tractors, this drawback is quite obvious. At present, the whole vehicle bending and torsional mode of general tractors is between 8-13Hz, and the natural frequency of the front and rear suspension is basically between 10-15Hz, which is easy to couple. At this time, if Adams car is continued to be used to model and simulate commercial vehicles, the accuracy of the evaluation results obtained will be low. Summary of the invention

[0006] Embodiments of the present invention provide a commercial vehicle vibration performance evaluation method, device, equipment, medium and product, which can improve the accuracy of commercial vehicle vibration performance evaluation.

[0007] According to one aspect of the present invention, a method for evaluating vibration performance of a commercial vehicle is provided, comprising:

[0008] Creating an initial commercial vehicle model based on the attribute information of each component of the commercial vehicle and the connection relationship between the components;

[0009] Running the initial commercial vehicle model to obtain a simulated spring-loaded frequency deviation, a simulated unsprung frequency deviation, and a commercial vehicle modal frequency;

[0010] If the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information;

[0011] The initial commercial vehicle model is updated based on the left and right wheel phase information to obtain a target commercial vehicle model;

[0012] The target commercial vehicle model is run to obtain a vibration performance evaluation result of the commercial vehicle.

[0013] According to another aspect of the present invention, a commercial vehicle vibration performance evaluation device is provided, the commercial vehicle vibration performance evaluation device comprising:

[0014] An initial commercial vehicle model creation module, used to create an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components;

[0015] An operation module is used to operate the initial commercial vehicle model to obtain a simulated spring upper frequency deviation, a simulated unsprung frequency deviation and a commercial vehicle modal frequency;

[0016] A loading module, configured to load the virtual road surface excitation after envelope processing to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition;

[0017] A target commercial vehicle model determination module, configured to update the initial commercial vehicle model based on the left and right wheel phase information to obtain a target commercial vehicle model;

[0018] The evaluation result determination module is used to run the target commercial vehicle model to obtain the vibration performance evaluation result of the commercial vehicle.

[0019] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0020] at least one processor; and

[0021] a memory communicatively connected to the at least one processor; wherein,

[0022] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the commercial vehicle vibration performance evaluation method described in any embodiment of the present invention.

[0023] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the commercial vehicle vibration performance evaluation method described in any embodiment of the present invention when executed.

[0024] According to another aspect of the present invention, a computer program product is provided. When the computer program is executed by a processor, the computer program implements the commercial vehicle vibration performance evaluation method as described in any one of the embodiments of the present invention.

[0025] The embodiment of the present invention creates an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components; runs the initial commercial vehicle model to obtain the simulated spring upper frequency deviation, the simulated unsprung frequency deviation and the commercial vehicle modal frequency; if the difference between the actual spring upper frequency deviation and the simulated spring upper frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model to obtain the left and right wheel phase information; based on the left and right wheel phase information, the initial commercial vehicle model is updated to obtain the target commercial vehicle model; runs the target commercial vehicle model to obtain the commercial vehicle vibration performance evaluation result, which can improve the accuracy of the commercial vehicle vibration performance evaluation.

[0026] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 is a flow chart of a commercial vehicle vibration performance evaluation method in an embodiment of the present invention;

[0029] Figure 2 is a schematic structural diagram of a commercial vehicle vibration performance evaluation device in an embodiment of the present invention;

[0030] Figure 3 It is a structural schematic diagram of an electronic device in an embodiment of the present invention. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] It is understandable that before using the technical solutions disclosed in the embodiments of the present disclosure, the types, scope of use, usage scenarios, etc. of the personal information involved in the present disclosure should be informed to the user and the user's authorization should be obtained in an appropriate manner in accordance with relevant laws and regulations.

[0034] Embodiment 1

[0035] Figure 1 This is a flow chart of a commercial vehicle vibration performance evaluation method provided by an embodiment of the present invention. This embodiment is applicable to the case of commercial vehicle vibration performance evaluation. The method can be executed by a commercial vehicle vibration performance evaluation device in an embodiment of the present invention. The device can be implemented in software and / or hardware, such as Figure 1 As shown, the method specifically comprises the following steps:

[0036] S110: creating an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components.

[0037] In this embodiment, the components include: chassis, cab and frame, and the attribute information includes: position, cross-sectional attributes and physical parameters.

[0038] In this embodiment, according to the attribute information of each component of the commercial vehicle and the connection relationship between the components, the method of creating the initial commercial vehicle model can be: based on the position of each component, create a beam unit of each component; assign the cross-sectional properties and physical parameters of each component to the beam unit to obtain a model of each component; and create an initial commercial vehicle model according to the model of each component and the connection relationship between the components.

[0039] Optionally, the components include: chassis parts, cab and frame, and the attribute information includes: position, cross-sectional properties and physical parameters.

[0040] In this embodiment, the chassis components include: subframe, upper and lower swing arms, steering knuckles, front and rear drive axle assemblies, etc. The chassis component positions include: key point coordinates and hard point coordinates. The key point coordinates are connected to reflect the outline of the chassis component, and the hard point coordinates are used to position the bushing assembly.

[0041] In this embodiment, the physical parameters include: mass, center of mass and moment of inertia. The physical parameters of the chassis component may also include: at least one of chassis bushing stiffness, shock absorber damping curve, airbag stiffness curve and tire six-way stiffness.

[0042] According to the attribute information of each component of the commercial vehicle and the connection relationship between the components, an initial commercial vehicle model is created, including:

[0043] Based on the location of each component, create beam elements for each component.

[0044] The cross-sectional properties and physical parameters of each component are assigned to the beam element to obtain the model of each component.

[0045] In this embodiment, the cross-sectional properties and physical parameters of each component are assigned to the beam unit, and the method for obtaining the model of each component can be: first, the cross-sectional properties of each component are assigned to the beam unit to obtain a simplified beam unit, and then the simplified beam unit is adjusted according to the center of mass so that the center of mass of the simplified beam unit is consistent with the center of mass of the component, and then the simplified beam unit is weighted and the moment of inertia is adjusted according to the mass and moment of inertia to ensure that the center of mass, mass and moment of inertia of the simplified beam unit are basically consistent with the physical parameters of the component, thereby ensuring the accuracy of the simulation model.

[0046] Create an initial commercial vehicle model based on the component models and the connection relationships between components.

[0047] In this embodiment, the connection relationship between components includes: bolt connection relationship, bushing connection relationship and rotation connection relationship. The bolt connection relationship is simulated by using rigid unit + beam unit + rigid unit. The bushing connection relationship is simulated by using bushing unit. The rotation connection relationship can be simulated by using rigid unit to release the relevant degrees of freedom. It is necessary to pay attention to the reasonable use of local coordinate system to ensure the accuracy of the connection relationship.

[0048] In this embodiment, according to the connection relationship between each component model and the components, the initial commercial vehicle model can be created by connecting each component model according to the connection relationship between the components to obtain the initial commercial vehicle model.

[0049] It should be noted that after the model is connected, the built model needs to be checked to ensure that the connection relationship and parameter settings are reasonable. The simplified vehicle model needs to be modally calculated in the software. After the modal calculation is completed, check whether the mode of the suspension system is reasonable. Generally, the commercial sprung deflection frequency is basically controlled between 1-3Hz, and the unsprung suspension mode is basically controlled between 10-15Hz.

[0050] In a specific example, since the frames of commercial vehicles are basically regular "]" structures, beam units are used to model the frames based on their positions, and then the cross-sectional properties and physical parameters of the "]" structure frames are assigned to the beam units. In this way, the modeling of the frames is completed. Similarly, simplified models of the lower control arm, steering knuckle, subframe, cab, front and rear drive axle assemblies, and tire assemblies are obtained.

[0051] In the embodiment of the present invention, reasonable cross-sectional properties are given to each component, which can ensure that the cross-sectional properties are basically consistent with the structures of the components of the actual commercial vehicle, so as to ensure that the first-order bending frequency of the entire vehicle has a small error with the actual one.

[0052] S120, running the initial commercial vehicle model to obtain a simulated sprung upper frequency deviation, a simulated unsprung frequency deviation and a commercial vehicle modal frequency.

[0053] In this embodiment, the commercial vehicle modal frequencies include: front suspension synchronous modal frequency, front suspension asynchronous modal frequency, middle bridge synchronous modal frequency, middle bridge asynchronous modal frequency, rear axle synchronous modal frequency, rear axle asynchronous modal frequency, whole vehicle first-order bending frequency and whole vehicle first-order torsional frequency.

[0054] S130: If the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the modal frequency of the commercial vehicle meets a preset condition, the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information.

[0055] In this embodiment, the actual sprung deflection frequency can be determined according to the suspension stiffness and sprung mass of the commercial vehicle, and the actual unsprung deflection frequency can be determined according to the suspension stiffness and unsprung mass of the commercial vehicle.

[0056] In this embodiment, the grounding points of the initial commercial vehicle model include: the front wheel (left wheel and right wheel) grounding point, the middle axle wheel (left wheel and right wheel) grounding point and the rear axle wheel (left wheel and right wheel) grounding point.

[0057] In this embodiment, the virtual road surface excitation after envelope processing is loaded onto the grounding point of the initial commercial vehicle model, and the phase information of the left and right wheels can be obtained by: obtaining the virtual road surface excitation; performing Fourier transform on the time domain signal of the virtual road surface excitation to obtain the target frequency domain signal; performing envelope processing on the target frequency domain signal to obtain a first envelope curve; and loading the first envelope curve onto the grounding point of the initial vehicle model to obtain the phase information of the left and right wheels.

[0058] In this embodiment, a virtual road surface excitation is obtained. The virtual road surface excitation can be obtained by scanning the road surface in the test field through a laser scanner, reconstructing the data, and then generating a format readable by the software as a real excitation. It can also be a standard road surface excitation, for example, it can be a standard C-level road surface roughness excitation. The time domain signal of the virtual road surface excitation (which can be a standard C-level road surface roughness time domain signal) is first Fourier transformed and converted into a frequency domain signal. However, the obtained frequency domain signal cannot be used directly. The converted frequency domain signal needs to be envelope processed to eliminate the influence of the original frequency peak of the directly converted frequency domain signal on the simulation signal.

[0059] In this embodiment, the front, middle and rear wheels are set with delay to complete the preparation for excitation. It is necessary to use forced response spectrum analysis to load the equivalent envelope curve of the road surface roughness frequency domain signal to the grounding point of the initial commercial vehicle model. First, the equivalent envelope curve of the road surface roughness frequency domain signal is loaded to the front wheel. Secondly, the middle and rear wheels need to take into account the delay. Delay at the middle bridge tire grounding point Delay at the rear axle tire contact point Among them, τ mid is the time delay at the tire contact point on the middle bridge (in seconds), τ rear is the time delay at the rear axle tire contact point (in seconds), L1 is the middle axle wheelbase, L2 is the rear axle wheelbase, and V is the vehicle speed.

[0060] Under virtual road excitation, there is a phase difference between the left and right wheels. Based on a large amount of test data measurement and data fitting, the left and right wheel phase information can be determined based on the following formula:

[0061] θ ln =θ rn +sign(α)arccos(coh(Ω))=θrn +sign(α)arccos(e -ρΩB );

[0062] Among them, θ ln is the initial phase angle of the left wheel road roughness function, θ rn is the initial phase angle of the road roughness function of the right wheel, Ω is the spatial frequency (in m -1 ), ρ is the empirical value related to the road surface, B is the wheelbase of the left and right wheels, and α is a uniformly distributed random number, α∈[-0.5, 0.5]. The phase information of the left and right wheels can be fitted through the above formula.

[0063] In this embodiment, after the initial commercial vehicle model is created, it is necessary to ensure that the simulated unsprung frequency deviation is basically consistent with the actual unsprung frequency deviation, and the simulated sprung frequency deviation is basically consistent with the actual sprung frequency deviation, so as to ensure the accuracy of the unsprung frequency deviation and the sprung frequency deviation. The accuracy of the unsprung frequency deviation and the sprung frequency deviation is guaranteed, and the accuracy of the vehicle vibration calculation result can be more accurate.

[0064] Optionally, if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, then the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model, before obtaining the left and right wheel phase information, the method further includes:

[0065] Determine the actual sprung frequency deviation based on the suspension stiffness and sprung mass of the commercial vehicle;

[0066] The actual unsprung frequency deviation is determined based on the suspension stiffness and unsprung mass of the commercial vehicle.

[0067] In this embodiment, according to the suspension stiffness and sprung mass of the commercial vehicle, the actual sprung frequency deviation can be determined by: determining the actual sprung frequency deviation according to the suspension stiffness, sprung mass and a first formula of the commercial vehicle, wherein the first formula is:

[0068]

[0069] Among them, f up is the actual spring deflection frequency, k is the suspension stiffness of the commercial vehicle, m up is the sprung mass of a commercial vehicle.

[0070] In this embodiment, according to the suspension stiffness and unsprung mass of the commercial vehicle, the actual unsprung frequency deviation can be determined by: determining the actual unsprung frequency deviation according to the suspension stiffness and unsprung mass of the commercial vehicle and a second formula, wherein the second formula is:

[0071]

[0072] Among them, f down is the actual unsprung deflection frequency, k is the suspension stiffness of the commercial vehicle, m down is the unsprung mass of a commercial vehicle.

[0073] In this embodiment, it is necessary to perform envelope processing on the virtual road excitation to avoid deviation of the calculation result caused by fluctuation of the original signal, and at the same time, it is necessary to consider the phase influence of the left and right wheels.

[0074] Optionally, the commercial vehicle modal frequencies include: front suspension synchronous modal natural frequency, front suspension asynchronous modal natural frequency, center axle synchronous modal natural frequency, center axle asynchronous modal natural frequency, rear axle synchronous modal natural frequency, rear axle asynchronous modal natural frequency, target vehicle first-order bending frequency and target vehicle first-order torsional frequency, and the preset conditions include: a preset multiple of the maximum value of the front suspension synchronous modal natural frequency, front suspension asynchronous modal natural frequency, center axle synchronous modal natural frequency, center axle asynchronous modal natural frequency, rear axle synchronous modal natural frequency and rear axle asynchronous modal natural frequency is equal to the target vehicle first-order bending frequency, and the difference between the target vehicle first-order bending frequency and the target vehicle first-order torsional frequency is greater than the difference frequency threshold.

[0075] In this embodiment, the preset multiple can be The difference frequency threshold may be 1 Hz.

[0076] In this embodiment, the preset condition may be:

[0077] ,

[0078] And f bend-target -f torsion-target >1Hz;

[0079] Among them, f front-hop is the synchronous modal natural frequency of the front suspension, f front-tramp is the asynchronous modal natural frequency of the front suspension, f mid-hop is the synchronous modal natural frequency of the middle bridge, f mid-tramp is the natural frequency of the asynchronous mode of the middle bridge, f rear-hop is the synchronous modal natural frequency of the rear axle, f rear-tramp is the natural frequency of the asynchronous mode of the rear axle, f bend-target is the first-order bending frequency of the target vehicle, f torsion-target is the first-order torsional frequency of the target vehicle, f bend is the first-order bending natural frequency of the vehicle, f torsion is the first-order torsional natural frequency of the vehicle.

[0080] In this embodiment, the simulated spring bias frequency is compared with the actual spring bias frequency, and the simulated unsprung bias frequency is compared with the actual unsprung bias frequency. If the errors of both are small, it means that the modeling accuracy and physical parameters of the simulation model are relatively accurate. If the errors are large, it is necessary to check the tire weight and stiffness, the weight and center of mass of the whole vehicle, the bushing stiffness, the airbag stiffness, etc. After the inspection, the simulated spring bias frequency and the simulated unsprung bias frequency are re-obtained, and the simulated spring bias frequency is compared with the actual spring bias frequency, and the simulated unsprung bias frequency is compared with the actual unsprung bias frequency. Repeat several times until the errors of both are controlled within a certain range, and the initial commercial vehicle model inspection is completed.

[0081] In this embodiment, based on the initial commercial vehicle model checked above, the commercial vehicle modal frequency of the initial commercial vehicle model is solved and f is extracted. front-hop Front suspension synchronous modal natural frequency, f front-tramp Front suspension asynchronous modal natural frequency, f mid-hop The synchronous modal natural frequency of the middle bridge, f mid-tramp The natural frequency of the asynchronous mode of the middle bridge, f rear-hop Rear axle synchronous modal natural frequency, f rear-tramp Rear axle asynchronous modal natural frequency, f bend-target Target vehicle first-order bending frequency, f torsion-target Target vehicle first-order torsional frequency, f bend The first-order bending natural frequency and f of the vehicle torsion First-order torsional natural frequency of the vehicle.

[0082] The modal frequencies of commercial vehicles are shown in Table 1:

[0083] Table 1

[0084]

[0085] The first-order bending natural frequency of commercial vehicles is generally low, which is easy to couple with the unsprung frequency deviation of the vehicle, thus generating resonance and resulting in poor ride comfort of the vehicle. According to vibration isolation theory and frequency avoidance principle, At this time, the entire vehicle will not resonate with the unsprung natural frequency.

[0086] That is to say, the modal frequency of commercial vehicles needs to meet the following conditions:

[0087] ,

[0088] At the same time bend-target With f torsion-target The minimum phase difference is 1Hz.

[0089] It should be noted that the commercial vehicle frame has a greater impact on the target first-order bending frequency and the target first-order torsional frequency of the whole vehicle. If the modal frequency of the commercial vehicle meets the above conditions, proceed to the next step. If the above conditions are not met, it is necessary to improve and optimize the first-order bending natural frequency and the first-order torsional natural frequency of the whole vehicle. The optimization is mainly carried out from three angles: the structural form, thickness, and cross-sectional size of the frame. These parameters are adjusted through the software, and the calculation is performed after the adjustment, and this cycle is repeated until the above conditions are met. Since the whole vehicle uses beam units, the number of grids and nodes of the whole vehicle is very small, the entire calculation time cost is very low, and the verification of the solution can be completed in a short time.

[0090] The target commercial vehicle model in the embodiment of the present invention can take into account the elastic mode of the entire vehicle to avoid the entire vehicle being too rigid, which would cause a large deviation between the calculated result and the actual result.

[0091] S140: Update the initial commercial vehicle model based on the left and right wheel phase information to obtain a target commercial vehicle model.

[0092] In this embodiment, the left and right wheel phase information can be set in the software to update the initial commercial vehicle model and obtain the target commercial vehicle model.

[0093] S150, running the target commercial vehicle model to obtain a vibration performance evaluation result of the commercial vehicle.

[0094] In this embodiment, the target commercial vehicle model is run to obtain the commercial vehicle vibration performance evaluation result by running the target commercial vehicle model to obtain the vibration acceleration at the seat installation location, and determining the commercial vehicle vibration performance evaluation result according to the vibration acceleration at the seat installation location.

[0095] Optionally, running the target commercial vehicle model to obtain a commercial vehicle vibration performance evaluation result includes:

[0096] The target commercial vehicle model is run to obtain the vibration acceleration at the seat installation location.

[0097] In this embodiment, the seats may include: a driver's seat (main driver's seat) and a passenger seat.

[0098] If the vibration acceleration at the seat installation location is less than or equal to the acceleration threshold, it is determined that the evaluation has passed.

[0099] If the vibration acceleration at the seat installation location is greater than the acceleration threshold, it is determined that the evaluation has failed.

[0100] In this embodiment, if the vibration acceleration at the seat installation location is greater than the acceleration threshold, it is determined that the evaluation has failed and the chassis bushing stiffness, shock absorber damping, airbag stiffness, etc. need to be optimized.

[0101] Optionally, after determining that the assessment has not passed, it also includes:

[0102] Obtain the set of attachment points between the chassis component and the commercial vehicle;

[0103] Taking the attachment points in the attachment point set as the transfer path and the vibration acceleration at the seat installation point as the target, a transfer path simulation analysis is performed to obtain a target transfer path with a vibration peak impact factor greater than a set threshold;

[0104] The stiffness and / or damping of each attachment point corresponding to the target transfer path in the target commercial vehicle model is adjusted to obtain an adjusted target commercial vehicle model, and based on the adjusted target commercial vehicle model, the operation of running the target commercial vehicle model to obtain the vibration acceleration at the seat installation location is returned until the vibration acceleration at the seat installation location is less than or equal to the acceleration threshold.

[0105] In this embodiment, if the vibration acceleration at the seat installation location is less than or equal to the acceleration threshold, it is determined that the evaluation has passed and the entire process ends. If the vibration acceleration at the seat installation location is greater than the acceleration threshold, that is, the evaluation has not passed, then it is necessary to optimize the chassis bushing stiffness, shock absorber damping, airbag stiffness, etc. Since there are many parameters for the bushing stiffness, shock absorber and airbag of the front, middle and rear axles, the workload will be large if they are adjusted and optimized one by one. At this time, the vibration transfer path analysis method is introduced. The vibration transfer path analysis method can be used to decompose and sort the vibration sources and transfer paths of complex structures, and accurately find the root causes of vibration or noise problems.

[0106] In this embodiment, according to the idea of ​​transfer path analysis, the attachment points between the chassis parts and the whole vehicle, that is, the transfer path, are obtained in advance. The embodiment of the present invention takes a 6×4 tractor as an example, and the attachment points are shown in Table 2:

[0107] Table 2

[0108]

[0109] Taking the attachment point as the transmission path and the vibration acceleration at the seat installation point as the target, the transmission path simulation analysis is carried out. By interpreting the simulation results, the attachment points can be decomposed and sorted to obtain the transmission path that has a greater impact on the vibration peak of a certain frequency.

[0110] Adjust the stiffness and / or damping of the attachment points that have a greater impact on the vibration peak. Since the bushing stiffness, shock absorber damping and airbag stiffness not only affect the smoothness, but may also affect the handling stability and fatigue durability, etc., when adjusting the parameters, it is necessary to calculate the vibration of the entire vehicle within a certain range, and repeat this several times until the vibration acceleration at the seat installation point is less than or equal to the acceleration threshold.

[0111] In this embodiment, by adopting the transfer path simulation analysis, the variable with the greater impact on the ride comfort can be locked in from more variables, so as to carry out targeted parameter optimization and improve the optimization efficiency of the whole vehicle vibration.

[0112] In this embodiment, the suspension system, frame system, and body system of the whole vehicle are reasonably simplified, and the whole vehicle is modeled using beam units. The stiffness of each bushing of the suspension system is fully considered, and the modal influence of the whole vehicle is also considered. The final model can more accurately predict the smoothness of the whole vehicle, and when the evaluation fails, the transfer path analysis method can be used to optimize the parameters of the suspension system, thereby improving the smoothness of the commercial vehicle.

[0113] The technical solution of this embodiment is to create an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components; run the initial commercial vehicle model to obtain the simulated sprung frequency deviation, the simulated unsprung frequency deviation and the commercial vehicle modal frequency; if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, then load the virtual road surface excitation after envelope processing to the grounding point of the initial commercial vehicle model to obtain the left and right wheel phase information; update the initial commercial vehicle model based on the left and right wheel phase information to obtain the target commercial vehicle model; run the target commercial vehicle model to obtain the commercial vehicle vibration performance evaluation result, which can improve the accuracy of the commercial vehicle vibration performance evaluation.

[0114] Embodiment 2

[0115] Figure 2 The present invention provides a schematic diagram of the structure of a commercial vehicle vibration performance evaluation device. This embodiment is applicable to the case of commercial vehicle vibration performance evaluation. The device can be implemented in software and / or hardware. The device can be integrated into any device that provides commercial vehicle vibration performance evaluation function, such as Figure 2 As shown, the commercial vehicle vibration performance evaluation device specifically includes: an initial commercial vehicle model creation module 210, an operation module 220, a loading module 230, a target commercial vehicle model determination module 240 and an evaluation result determination module 250.

[0116] The initial commercial vehicle model creation module is used to create an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components;

[0117] An operation module is used to operate the initial commercial vehicle model to obtain a simulated spring upper frequency deviation, a simulated unsprung frequency deviation and a commercial vehicle modal frequency;

[0118] A loading module, configured to load the virtual road surface excitation after envelope processing to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition;

[0119] A target commercial vehicle model determination module, configured to update the initial commercial vehicle model based on the left and right wheel phase information to obtain a target commercial vehicle model;

[0120] The evaluation result determination module is used to run the target commercial vehicle model to obtain the vibration performance evaluation result of the commercial vehicle.

[0121] The above-mentioned product can execute the method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0122] The technical solution of this embodiment is to create an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components; run the initial commercial vehicle model to obtain the simulated sprung frequency deviation, the simulated unsprung frequency deviation and the commercial vehicle modal frequency; if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, then load the virtual road surface excitation after envelope processing to the grounding point of the initial commercial vehicle model to obtain the left and right wheel phase information; update the initial commercial vehicle model based on the left and right wheel phase information to obtain the target commercial vehicle model; run the target commercial vehicle model to obtain the commercial vehicle vibration performance evaluation result, which can improve the accuracy of the commercial vehicle vibration performance evaluation.

[0123] Embodiment 3

[0124] Figure 3 A schematic diagram of the structure of an electronic device 10 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0125] like Figure 3As shown, the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0126] A number of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0127] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a commercial vehicle vibration performance evaluation method.

[0128] In some embodiments, the commercial vehicle vibration performance evaluation method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the commercial vehicle vibration performance evaluation method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the commercial vehicle vibration performance evaluation method in any other appropriate manner (e.g., by means of firmware).

[0129] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0130] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0131] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0132] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0133] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0134] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0135] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0136] An embodiment of the present invention further provides a computer program product, including a computer program, wherein when the computer program is executed by a processor, the method for evaluating vibration performance of a commercial vehicle according to any embodiment of the present invention is implemented.

[0137] In the process of implementation, the computer program product can be written in one or more programming languages ​​or a combination thereof to perform the computer program code of the present invention, including object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, using an Internet service provider to connect through the Internet).

[0138] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for evaluating vibration performance of a commercial vehicle, characterized in that: include: Creating an initial commercial vehicle model based on the attribute information of each component of the commercial vehicle and the connection relationship between the components; Running the initial commercial vehicle model to obtain a simulated spring-loaded frequency deviation, a simulated unsprung frequency deviation, and a commercial vehicle modal frequency; If the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information; The initial commercial vehicle model is updated based on the left and right wheel phase information to obtain a target commercial vehicle model; The target commercial vehicle model is run to obtain a vibration performance evaluation result of the commercial vehicle.

2. The method according to claim 1, characterized in that The components include: chassis, cab and frame, and the attribute information includes: position, cross-sectional attributes and physical parameters; According to the attribute information of each component of the commercial vehicle and the connection relationship between the components, an initial commercial vehicle model is created, including: Create beam elements for each component based on its position; Assign the cross-sectional properties and physical parameters of each component to the beam unit to obtain the model of each component; Create an initial commercial vehicle model based on the component models and the connection relationships between components.

3. The method according to claim 1, characterized in that The commercial vehicle modal frequencies include: front suspension synchronous modal natural frequency, front suspension asynchronous modal natural frequency, middle axle synchronous modal natural frequency, middle axle asynchronous modal natural frequency, rear axle synchronous modal natural frequency, rear axle asynchronous modal natural frequency, target vehicle first-order bending frequency and target vehicle first-order torsional frequency, and the preset conditions include: a preset multiple of the maximum value of the front suspension synchronous modal natural frequency, the front suspension asynchronous modal natural frequency, the middle axle synchronous modal natural frequency, the middle axle asynchronous modal natural frequency, the rear axle synchronous modal natural frequency and the rear axle asynchronous modal natural frequency is equal to the target vehicle first-order bending frequency, and the difference between the target vehicle first-order bending frequency and the target vehicle first-order torsional frequency is greater than the difference frequency threshold.

4. The method according to claim 1, characterized in that: The target commercial vehicle model is run to obtain the commercial vehicle vibration performance evaluation results, including: Running the target commercial vehicle model to obtain the vibration acceleration at the seat installation location; If the vibration acceleration at the seat installation location is less than or equal to the acceleration threshold, the assessment is determined to be passed; If the vibration acceleration at the seat installation location is greater than the acceleration threshold, it is determined that the evaluation has failed.

5. The method according to claim 4, characterized in that After a determination that the assessment has not been passed, this also includes: Obtain the set of attachment points between the chassis component and the commercial vehicle; Taking the attachment points in the attachment point set as the transfer path and the vibration acceleration at the seat installation point as the target, a transfer path simulation analysis is performed to obtain a target transfer path with a vibration peak impact factor greater than a set threshold; The stiffness and / or damping of each attachment point corresponding to the target transfer path in the target commercial vehicle model is adjusted to obtain an adjusted target commercial vehicle model, and based on the adjusted target commercial vehicle model, the operation of running the target commercial vehicle model to obtain the vibration acceleration at the seat installation location is returned until the vibration acceleration at the seat installation location is less than or equal to the acceleration threshold.

6. The method according to claim 1, characterized in that If the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition, then the virtual road surface excitation after envelope processing is loaded to the grounding point of the initial commercial vehicle model, before obtaining the left and right wheel phase information, the method further includes: Determine the actual sprung frequency deviation based on the suspension stiffness and sprung mass of the commercial vehicle; The actual unsprung frequency deviation is determined based on the suspension stiffness and unsprung mass of the commercial vehicle.

7. A commercial vehicle vibration performance evaluation device, characterized in that: include: An initial commercial vehicle model creation module, used to create an initial commercial vehicle model according to the attribute information of each component of the commercial vehicle and the connection relationship between the components; An operation module is used to operate the initial commercial vehicle model to obtain a simulated spring upper frequency deviation, a simulated unsprung frequency deviation and a commercial vehicle modal frequency; A loading module, configured to load the virtual road surface excitation after envelope processing to the grounding point of the initial commercial vehicle model to obtain left and right wheel phase information if the difference between the actual sprung frequency deviation and the simulated sprung frequency deviation is less than a first difference threshold, the difference between the actual unsprung frequency deviation and the simulated unsprung frequency deviation is less than a second difference threshold, and the commercial vehicle modal frequency meets a preset condition; A target commercial vehicle model determination module, configured to update the initial commercial vehicle model based on the left and right wheel phase information to obtain a target commercial vehicle model; The evaluation result determination module is used to run the target commercial vehicle model to obtain the vibration performance evaluation result of the commercial vehicle.

8. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the commercial vehicle vibration performance evaluation method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the commercial vehicle vibration performance evaluation method according to any one of claims 1 to 6 when executed.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the computer program implements the commercial vehicle vibration performance evaluation method according to any one of claims 1 to 6.

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