Chassis adjusting method, device and equipment for improving operation stability and comfort performance of passenger car and medium

Abstract

The invention provides a chassis adjustment method, device, equipment and medium for improving operation stability and comfort performance of a passenger car, and belongs to the technical field of operation stability and comfort adjustment of the passenger car. The design value set comprises spring stiffness and a damper damping value; vehicle double-moving-line and single-moving-line tests are carried out on the comfortable road surface and the performance evaluation road surface of the test field respectively; sensing the consistency of front and rear suspensions of the vehicle, the acceleration change rate of the rolling force of the vehicle in a preset time period and the rolling degree of the vehicle; if the acceleration change rate of the vehicle roll force in the preset time period is larger than a preset change rate threshold range and the vehicle roll angle exceeds a preset angle threshold range, the spring stiffness and the damper damping in the design value set are changed; and after the intermediate value is taken, the double-moving-line test and the single-moving-line test of the vehicle are carried out again until the test data are within the preset range. The optimal operation stability and smoothness performance of the vehicle is accurately determined through a numerical approximation method.

Description

Technical Field

[0001] The present invention belongs to the technical field of passenger car handling stability and comfort adjustment, and in particular relates to a chassis adjustment method, device, equipment and medium for improving the handling stability and comfort performance of a passenger car. Background Art

[0002] The vehicle's maneuverability refers to the ability of a passenger car to accurately and stably perform the operation in accordance with the driver's intention during driving. It mainly involves the vehicle's power, braking, and handling stability.

[0003] The comfort of a vehicle refers to the riding experience provided to passengers. The comfort of a vehicle can be adjusted through many aspects such as front and rear springs, front and rear shock absorbers, front and rear stabilizer bars, chassis subframe and its connecting rod bushings.

[0004] In the related art, when adjusting the vehicle suspension system, the test is only based on a single combination of spring stiffness and shock absorber damping value. It is impossible to provide multiple parameter combination options to adjust the vehicle's handling and comfort, and it is impossible to match the appropriate combination of spring stiffness and shock absorber damping value. In the related art, the consistency of the front and rear suspensions of the vehicle and the dynamic changes of the roll index are not considered, resulting in the inconsistency of the front and rear suspensions when driving at high speed, resulting in poor vehicle handling, and the excessive acceleration change rate of the roll force will also affect the driving comfort and safety. Summary of the invention

[0005] The present invention provides a chassis tuning method for improving the handling and comfort performance of a passenger car. The present invention configures samples of front and rear tire stiffness, front and rear shock absorber damping, front and rear spring stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of a subframe and a connecting rod based on design values, and accurately determines the optimal handling and smoothness performance of the vehicle by sensing the level of chassis suspension buffering vibration of the vehicle in handling stability conditions and comfort conditions on a comfort road surface and a performance evaluation road surface, in combination with a numerical approximation method.

[0006] Methods include: Configure multiple levels of design value sets; the design value sets include: spring stiffness and shock absorber damping value; Carry out double lane change and single lane change tests on the comfort road surface and performance evaluation road surface of the test site respectively; The specific method is that the vehicle performs single and double lane changes, steering wheel angle steps, serpentine tests, and continuous curve driving within a preset speed range; Sense the consistency of the front and rear suspensions of the vehicle, the rate of change of acceleration of the vehicle's roll force within a preset time period, and the degree of vehicle roll; If the acceleration change rate of the vehicle roll force within the preset time period is greater than the preset change rate threshold range, and the vehicle roll angle exceeds the preset angle threshold range, the spring stiffness and shock absorber damping in the design value set are changed, and the modified spring stiffness and shock absorber damping values ​​are recorded; After taking the middle value of the spring stiffness and shock absorber damping value of the vehicle's optimal handling stability corresponding to the spring stiffness and shock absorber damping value of the preset vehicle comfort, the vehicle double lane change and single lane change tests are carried out again on the comfort road surface and performance evaluation road surface of the test field until the acceleration change rate of the vehicle's roll force within the preset time period is within the preset change rate threshold range, and the vehicle roll angle is within the preset angle threshold range.

[0007] It should be further explained that the configured multiple levels of design value sets include: a design value set with benchmark data, a design value set of 0.6 times the benchmark data, a design value set of 0.8 times the benchmark data, a design value set of 1.2 times the benchmark data and a design value set of 1.4 times the benchmark data.

[0008] It should be further explained that the design value set also includes: front and rear tire stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod.

[0009] It should be further explained that the vehicles were tested on damaged gravel roads, Belgian roads, manhole cover roads, large cement speed bump roads, and iron speed bump roads to obtain relevant data on tire selection, spring stiffness selection, and shock absorber damping selection.

[0010] It should be further explained that, in the method, when the vehicle is turning, the front wheel slip angle is greater than the preset angle threshold range of the rear wheel slip angle, the acceleration change rate of the vehicle roll force within a preset time period is less than the preset change rate threshold range, the steering sensitivity is lower than the preset sensitivity threshold range, and the roll angle of the vehicle when curves is less than the preset roll angle threshold range, the data of the current design value set is adjusted, and the vehicle double lane change and single lane change tests are performed again on the comfort road surface and performance evaluation road surface of the test site.

[0011] It should be further explained that the parameters defining the vehicle's handling stability and comfort are: during turning, the vehicle's steering sensitivity is within a preset sensitivity threshold range, the steering wheel angle correction is within a preset angle range, the acceleration change rate of the vehicle's roll force within a preset time period is within a preset change rate threshold range, the vehicle's roll angle is within a preset angle threshold range, the vehicle's body posture recovery ability and vibration absorption ability when driving on continuous curves are within a preset body posture threshold range, the difference in the vertical load transfer ratio of the front and rear wheels is within a preset transfer ratio threshold range, and the amplitude difference of the front and rear suspension travel change curves is within a preset amplitude threshold range.

[0012] It should be further explained that, in the method, the spring stiffness and the shock absorber damping are defined to be divided into multiple levels, and there is a numerical interval between each level; Define the initial spring stiffness as H0, the interval of each level is △H, the spring stiffness after reducing one level is H1=H0-△H; the spring stiffness after increasing one level is H2=H0+△H; The initial damping coefficient is defined as z0, the interval of each level is △z, and the adjusted damping coefficient z1=z0-△z.

[0013] The present application also provides a chassis adjustment device for improving the handling stability and comfort performance of a passenger car, the device comprising: A parameter configuration module is used to configure multiple levels of design value sets; the design value sets include: spring stiffness and shock absorber damping value; A test data pre-definition module, used to preset a change rate threshold range and a preset angle threshold range; A data acquisition and comparison module is used to obtain the acceleration change rate of the vehicle roll force within a preset time period and the vehicle roll angle when performing double lane change and single lane change tests on the comfort road surface and the performance evaluation road surface of the test site respectively, and compare the acceleration change rate of the vehicle roll force within the preset time period with the preset change rate threshold range state information and compare the vehicle roll angle with the preset angle threshold range state information, and based on the comparison results, determine whether to change the spring stiffness and shock absorber damping in the design value set; The spring stiffness and shock absorber damping values ​​of the vehicle's optimal handling stability are also matched to the spring stiffness and shock absorber damping values ​​of the preset vehicle comfort, and the intermediate value is taken. Then, the vehicle double lane change and single lane change test data on the comfort road surface and performance evaluation road surface of the test field are obtained again.

[0014] According to another embodiment of the present application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, steps of a chassis tuning method for improving the handling and comfort performance of a passenger vehicle are implemented.

[0015] According to another embodiment of the present application, a storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of a chassis tuning method for improving the handling and comfort performance of a passenger car are implemented.

[0016] It can be seen from the above technical solutions that the present invention has the following advantages: The chassis tuning method provided in the present application for improving the handling and comfort performance of a passenger car is configured with multiple levels of design value sets, including spring stiffness and shock absorber damping values, and can provide multiple parameter combination options, so as to match the effects of different parameters on vehicle performance and find the optimal combination.

[0017] This application conducts vehicle double-lane change and single-lane change tests on the comfort road surface and performance evaluation road surface of the test site, and also includes tests of multiple complex working conditions such as single-lane change and double-lane change, steering wheel angle step, serpentine test, continuous curve driving, etc. within a preset speed range, simulating the vehicle's controllability and comfort in multiple scenarios, and matching the corresponding chassis suspension buffer vibration level. And by sensing the consistency of the front and rear suspensions of the vehicle and the acceleration change rate of the vehicle's roll force within a preset time period, the main indicators of the vehicle can be monitored and optimized, so that the adjustment of the suspension system is more in line with actual driving needs.

[0018] The present application also matches the spring stiffness and shock absorber damping value of the vehicle's optimal handling stability with the spring stiffness and shock absorber damping value of the preset vehicle comfort, and takes the middle value of the two, and then conducts the test again, and continuously adjusts until the acceleration change rate of the vehicle's roll force within the preset time period is within the preset change rate threshold range, and the vehicle's roll angle is within the preset angle threshold range. It can effectively balance the vehicle's handling stability and comfort, so that the final adjusted front and rear tire stiffness, front and rear shock absorber damping, front and rear spring stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod can provide better driving comfort while ensuring safe and stable vehicle control. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solution of the present invention, the accompanying drawings required for use in the description will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0020] Figure 1 A flow chart of a chassis tuning method for improving the handling and comfort performance of a passenger car; Figure 2 A schematic diagram of a chassis adjustment device for improving the handling and comfort performance of a passenger car; Figure 3 Schematic diagram of an electronic device. DETAILED DESCRIPTION

[0021] The chassis tuning method for improving the handling stability and comfort performance of a passenger car provided in this application aims to solve the problem of how to improve the handling stability and comfort performance of the vehicle. When performing the tuning, first collect the mass, wheelbase, track width, longitudinal, lateral and height directions, suspension stiffness, damping coefficient, tire cornering stiffness, rolling radius, etc. of the passenger car.

[0022] Determine the target performance indicators. The handling stability indicators include the steady-state steering characteristics of the vehicle. It should be noted that the steering gradient is the slope of the vehicle's lateral acceleration and front wheel steering gain curve. It may also involve yaw rate response, which mainly reflects the vehicle's sensitivity to steering input, requiring the vehicle's yaw rate to accurately follow the driver's intention when turning.

[0023] The comfort performance index of this application considers the vertical vibration of the vehicle body during driving, and is measured by the root mean square of acceleration, which can be measured by installing an acceleration sensor at the vehicle seat position or key position of the vehicle body.

[0024] The numerical approximation algorithm can use optimization algorithms such as genetic algorithm and particle swarm optimization algorithm. The suspension stiffness and damping of the chassis adjustment are encoded through the numerical approximation algorithm to form an initial population. Then, according to the set objective function, that is, minimizing the vehicle lateral acceleration RMS and vertical acceleration RMS, the individuals are evaluated. Through operations such as selection, crossover and mutation, a new population is generated, and after multiple generations of evolution, it gradually approaches the optimal solution.

[0025] For the implementation of the method, the hardware-in-the-loop system can be used to combine the vehicle's electronic stability program ESP, active suspension controller, etc. with the virtual vehicle dynamics model. By simulating various actual working conditions, such as steering, braking, acceleration, etc. at different vehicle speeds, the effectiveness of the chassis parameters obtained by numerical approximation can be verified.

[0026] You can also test on actual roads. Choose different types of roads, such as broken gravel roads, Belgian roads, manhole cover roads, cement speed bump roads, and iron speed bump roads to complete tire selection, spring stiffness selection, and shock absorber damping selection.

[0027] One implementation of the present application is that the driver and passengers sense the vibration amplitude, frequency and intensity of the seat and body when passing over speed bumps or asphalt damaged roads, and the suspension effectively filters the road vibration when sensing the most comfortable seat and body vibration amplitude, frequency and intensity. The front and rear tire stiffness, front and rear shock absorber damping, front and rear spring stiffness, front and rear stabilizer bar stiffness and bushing stiffness of the subframe and connecting rod are reorganized, and the driver and passengers are tested with single and double lane changes and steering wheel angle step, serpentine test, and continuous When turning on bends and other working conditions, the front passenger can effectively feel that as the steering wheel angle increases, the body roll increases linearly and gradually and controllably without panic. The front and rear tire stiffness, front and rear shock absorber damping, front and rear spring stiffness, front and rear stabilizer bar stiffness, and subframe and connecting rod bushing stiffness are reorganized to balance the body vibration size and frequency and the controllable degree of body roll among the two sets of front and rear tire stiffness, front and rear shock absorber damping, front and rear spring stiffness, front and rear stabilizer bar stiffness, and subframe and connecting rod bushing stiffness.

[0028] Drivers and passengers can evaluate the comfort of the vehicle, such as the degree of bumps and noise in the car during the ride. Based on the feedback, the chassis parameters are fine-tuned. Through numerical approximation calculations and chassis tuning, the steering characteristics of the vehicle can be precisely adjusted. This makes the vehicle more stable when driving on a curve, and the driver can control the vehicle's driving trajectory more accurately.

[0029] The specific steps of the chassis tuning method for improving the handling stability and comfort performance of a passenger car will be described in detail below. For the purpose of illustration rather than limitation, specific details such as specific system structures and technologies are proposed to facilitate a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application can also be implemented in other embodiments without these specific details.

[0030] The phrases such as "one embodiment" or "some embodiments" described in the present application mean that the specific features, structures or characteristics described in the embodiment are included in one or more embodiments of the present application. Therefore, the phrases such as "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments" etc. that appear in different places in the present application do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways.

[0031] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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 are within the scope of protection of the present invention.

[0032] See also Figure 1 The figure is a flow chart of a chassis adjustment method for improving the handling and comfort performance of a passenger vehicle in a specific embodiment, the method comprising: S101: configuring a plurality of levels of design value sets; the design value sets include: spring stiffness and shock absorber damping value.

[0033] In this embodiment, the design value set may also include: front and rear tire stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod. The levels may be a design value set with benchmark data, a design value set of 0.6 times the benchmark data, a design value set of 0.8 times the benchmark data, a design value set of 1.2 times the benchmark data, and a design value set of 1.4 times the benchmark data.

[0034] For example, the spring stiffness, shock absorber damping value, front and rear tire stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod are respectively set with a base value, 0.6 times value, 0.8 times value, 1.2 times value, 1.4 times value, and other corresponding levels, which are combined into a design value set. Of course, the spring stiffness, shock absorber damping value, front and rear tire stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod in the design value set can be fine-tuned, and the values ​​of different multiples can be mixed and matched to form a corresponding design value set. The specific configuration method of the design value set is not limited here.

[0035] S102: Carry out double lane change and single lane change tests on the comfort road surface and performance evaluation road surface of the test site respectively.

[0036] The specific method is that the vehicle performs single lane change and double lane change, steering wheel angle step, serpentine test, and continuous curve driving within a preset speed range.

[0037] In this embodiment, the vehicle is tested within a preset speed range. For single lane change and double lane change tests, the preset speeds cover different ranges such as 30-60km / h on urban roads and 80-120km / h on highways. In this way, based on the changes in the dynamic characteristics of the vehicle at different speeds, the small angle correction capability can be obtained through steering at low speeds, and the stability and large angle steering response can be obtained at high speeds.

[0038] The steering wheel angle step test simulates an emergency avoidance scenario in which the driver suddenly turns the steering wheel sharply, and can be performed at 60-80km / h to test the vehicle's instantaneous response capability. The serpentine test examines the vehicle's control continuity and stability during continuous direction changes by continuously and rapidly turning left and right, with the vehicle speed set at 40-60km / h. Continuous curve driving simulates actual scenarios such as mountain roads or roundabouts, and the vehicle speed is adjusted in the range of 30-80km / h based on the curve curvature and the design speed.

[0039] Sense the consistency of the front and rear suspensions of the vehicle, the rate of change of acceleration of the vehicle's roll force within a preset time period, and the degree of vehicle roll; In some specific embodiments, the front and rear suspension consistency perception is based on the driver and the tester perceiving the consistency of the front and rear suspension through physical sensation and sensor data feedback installed in the vehicle.

[0040] For example, when passing the same bumpy road section, if the front suspension is compressed and then rebounds quickly, while the rear suspension reacts slowly or is over-compressed, the vehicle body pitch posture will be unbalanced. By comparing the data of the body acceleration sensors at the front and rear wheels, analyzing the differences in the peak occurrence time, amplitude and vibration attenuation rate, the coordinated working state of the front and rear suspensions can be accurately determined.

[0041] Vehicle roll force-related indicator monitoring can use a high-precision gyroscope and accelerometer combination sensor to measure the vehicle's yaw angular velocity and lateral acceleration in real time and calculate the roll force acceleration change rate.

[0042] Here, a preset time period can be considered within 0.5 - 2 seconds after the start of steering based on the vehicle's dynamic response characteristics to reflect the changing trend of the roll force during the vehicle's transition from a steady state to a steering dynamic state.

[0043] The degree of vehicle roll is quantified by measuring the roll angle of the vehicle body. By setting a tilt sensor on the side of the vehicle body, the tilt angle of the vehicle when driving on a curve or under the action of lateral force is captured, and compared with the preset angle threshold range to determine whether the roll exceeds the safety and comfort limit.

[0044] That is to say, if the acceleration change rate of the vehicle roll force within the preset time period is greater than the preset change rate threshold range, and the vehicle roll angle exceeds the preset angle threshold range, the spring stiffness and shock absorber damping in the design value set are changed, and the modified spring stiffness and shock absorber damping values ​​are recorded.

[0045] It should be noted that when the acceleration change rate of the vehicle's roll force within a preset time period is greater than the preset change rate threshold range, it means that the vehicle rolls too fast at the beginning of the turn, which may cause the driver to face a greater risk of skidding before he has time to accurately control the vehicle; and the vehicle's roll angle exceeds the preset angle threshold range, indicating that the vehicle rolls excessively, which not only affects the comfort of the passengers in the car, but also reduces the tire contact area and weakens the handling stability. At this time, the chassis parameter adjustment mechanism is triggered.

[0046] The spring stiffness and shock absorber damping in the design value set are changed because the spring stiffness affects the support capacity of the suspension. Increasing the stiffness can reduce roll but may reduce comfort. Shock absorber damping controls the attenuation speed of suspension movement. Increasing the damping can suppress vibration but may make the wheel's ground contact worse. The adjustment step size is initially set through experience and theoretical calculations, such as adjusting the spring stiffness by 5 - 10N / mm each time and adjusting the shock absorber damping by 50 - 100N・s / m. The modified spring stiffness and shock absorber damping values ​​are recorded for subsequent analysis and optimization.

[0047] After taking the middle value of the spring stiffness and shock absorber damping value of the vehicle's optimal handling stability corresponding to the spring stiffness and shock absorber damping value of the preset vehicle comfort, the vehicle double lane change and single lane change tests are carried out again on the comfort road surface and performance evaluation road surface of the test field until the acceleration change rate of the vehicle's roll force within the preset time period is within the preset change rate threshold range, and the vehicle roll angle is within the preset angle threshold range.

[0048] In this embodiment, the spring stiffness and shock absorber damping value for optimal vehicle handling stability correspond to the spring stiffness and shock absorber damping value for preset vehicle comfort and take an intermediate value between the two.

[0049] For example, the spring stiffness with the best handling stability is 40N / mm, and the best comfort is 30N / mm. The median value of 35N / mm is taken as the initial value for the next round of tests, and the same applies to the shock absorber damping. Double lane change and single lane change tests are conducted again in the test field, repeating the steps of sensing performance, judging thresholds, and adjusting parameters.

[0050] In this embodiment, when the acceleration change rate of the vehicle roll force within a preset time period is within a preset change rate threshold range, and the vehicle roll angle is within a preset angle threshold range, it is considered that the vehicle chassis adjustment has reached a better state of taking into account both handling stability and comfort. The whole process can be iterated multiple times, for example, after 5-10 rounds of adjustment.

[0051] The above method can be tested on different test roads and under various working conditions to meet various scenarios from daily driving to emergency avoidance, and can locate the deficiencies of the vehicle chassis under different use conditions. The vehicle dynamic performance is perceived in real time and the chassis parameters are adjusted according to quantitative indicators. After each test, the chassis is iteratively optimized based on the sensor sensing data to improve the balance between the vehicle's handling stability and comfort, and improve the tuning efficiency and quality.

[0052] In some specific embodiments, the adjustment process for improving the handling and comfort performance of passenger vehicles also involves the difference in the slip angles of the front and rear wheels. That is, when the vehicle is turning, a high-precision sensor installed at the wheel hub is used to measure the slip angle of the wheel. Specifically, the angle between the actual movement direction of the wheel and the driving direction of the vehicle can be captured.

[0053] Specifically, when the front wheel slip angle is greater than the rear wheel slip angle by a certain value, the vehicle will experience a push-head phenomenon. If the front wheel slip angle and the rear wheel slip angle are greater than 3°-5°, it can be considered that the vehicle has a push-head phenomenon. At the same time, when the vehicle is pushing its head, the actual turning radius of the vehicle will be greater than the turning radius expected by the driver. In this case, because the front wheels are steering wheels, excessive slip angles will cause the vehicle's steering response to deviate from the driver's expectations and weaken the lateral support of the front wheels.

[0054] This embodiment also involves the verification of the vehicle roll force acceleration change rate and steering sensitivity. The acceleration change rate of the vehicle roll force within a preset time period is less than the preset change rate threshold range, and the preset time period is selected as 0.5-1.5 seconds after the vehicle enters the curve. If the roll force acceleration changes too slowly, it means that the vehicle body posture is not adjusted in time when the vehicle transitions from a straight-line driving state to a curved driving state. That is, in the scenario of a rapid lane change into a curve, the vehicle cannot quickly generate enough roll force to balance the centrifugal force, causing the vehicle to push its head in the early stage of the curve, affecting the smoothness and safety of driving.

[0055] This embodiment can also verify that the steering sensitivity is lower than the preset sensitivity threshold range, indicating that the vehicle is slow to respond to the steering wheel. When the driver turns the steering wheel, the vehicle's yaw rate changes slowly and cannot change the driving direction in time according to the driver's intention.

[0056] The steering sensitivity of a normal vehicle is kept within a range that meets driving requirements. If the steering sensitivity is lower than 0.08 - 0.1rad / (m / s²), it can be considered that the vehicle has too much understeer.

[0057] This embodiment also verifies the vehicle's roll angle in a curve. Under normal circumstances, when the vehicle is driving on a curve, a moderate roll angle can use the component of the vehicle body's gravity to assist in providing lateral support and maintain good contact between the tire and the ground. If the roll angle is too small, such as the preset roll angle threshold is 3°, and the actual measurement is only 1°, the tire contact area cannot be effectively increased due to the excessive rigidity of the suspension system or improper adjustment of the anti-roll bar. When cornering at high speed or extreme maneuvering, once encountering unexpected situations such as bumpy roads, the vehicle is very likely to lose control instantly due to lack of sufficient lateral buffering.

[0058] Optionally, if the vehicle's roll angle is less than 2° - 3° when traveling on a curve, and the steering sensitivity is less than 0.08- 0.1rad / (m / s²) or the vehicle's actual driving trajectory deviates from the outside of the curve by more than 1 / 5 - 1 / 4 of the vehicle's width, it can be considered that the vehicle has excessive understeer on the curve and the roll degree meets the requirements.

[0059] Combining the above design value set, adjustments can be made. For the problem of too small rate of change of roll force acceleration, the spring stiffness of the suspension and the damping of the shock absorber can be adjusted. Appropriately reducing the spring stiffness can enable the vehicle to generate a faster roll force response when driving on a curve. The spring stiffness can be reduced by 5-10N / mm.

[0060] In some embodiments, steering sensitivity is the response speed of the vehicle to the steering wheel rotation, that is, the change in the vehicle yaw rate caused by a unit change in the steering wheel angle. When the vehicle is turning, the driver needs to correct the steering wheel angle. When passing through continuous curves, a reasonable angle correction can ensure that the vehicle passes smoothly and avoids large swings or lane deviations.

[0061] At the moment of turning, the roll force gradually generates and changes, and its acceleration change rate within the preset time period is crucial. The preset time period is usually selected from 0.5 to 2 seconds after the vehicle starts turning.

[0062] If the acceleration rate of change is too fast and exceeds the preset rate of change threshold, the vehicle will roll, and the driver may not have time to adapt, resulting in difficulty in control and even the risk of rollover. The vehicle roll angle directly reflects the degree of tilt of the vehicle body when driving on a curve. To ensure safety and comfort, the roll angle threshold is generally set at 3° - 5°; the road conditions of continuous curves are complex, and the road surface is uneven with the curves. The vibration absorption capacity of the vehicle determines the ride comfort in the car, which mainly depends on the springs and shock absorbers in the suspension system. During continuous curve driving, the acceleration sensors under the seat, the chassis of the vehicle body, etc. are used to measure the vibration acceleration in the vertical direction of the vehicle. If the vibration absorption capacity is strong, these acceleration peaks are low and the fluctuations are gentle, indicating that the suspension can effectively filter the bumps on the road, so that passengers do not feel the severe vibration; on the contrary, if it exceeds the preset threshold, passengers will feel obvious bumps, long-distance driving is easy to fatigue, and the vibration may also interfere with the driver's control and affect driving safety.

[0063] This embodiment is based on various considerations and defines the parameters of vehicle handling stability and comfort as follows: during turning, the steering sensitivity of the vehicle is within a preset sensitivity threshold range, the correction amount of the steering wheel angle is within a preset angle range, the acceleration change rate of the vehicle roll force within a preset time period is within a preset change rate threshold range, the vehicle roll angle is within a preset angle threshold range, the vehicle's body posture recovery ability and vibration absorption ability when driving on continuous curves are within a preset body posture threshold range, the difference in the vertical load transfer ratio of the front and rear wheels is within a preset transfer ratio threshold range, and the amplitude difference of the front and rear suspension travel change curves is within a preset amplitude threshold range.

[0064] The lateral acceleration change rate is relatively stable and can be set at 0.2 - 0.4g / s. The moderate degree of roll can be measured by the roll angle, and the roll angle between 3°-5° can be considered to be moderate. During continuous curve driving, the peak value of the vertical vibration acceleration of the vehicle body is less than 0.5-0.8g, and after completing a curve, the vehicle body posture (such as roll angle, pitch angle, etc.) can be restored to 80%-90% of the normal driving state within 1-2 seconds. It can be considered that the vehicle chassis has toughness in continuous curves.

[0065] In this embodiment, in order to meet the tuning requirements, the spring stiffness and shock absorber damping are divided into multiple levels, and there is a numerical interval between each level, which provides adjustment for chassis tuning. Different levels correspond to different vehicle performance. For example, in the pursuit of extreme control on the track driving scene, a higher level of spring stiffness may be selected to reduce body roll, and moderate shock absorber damping may be used to ensure wheel contact with the ground. Different parameter combinations can also be quickly switched according to the actual working conditions and performance goals of the vehicle.

[0066] For example, the initial spring stiffness is defined as H0, and the interval of each level is △H. After reducing one level, the spring stiffness H1=H0-△H; after increasing one level, the spring stiffness H2=H0+△H. For example: the initial spring stiffness H0 is set to 30N / mm, and the level interval △H is 5N / mm. When the vehicle is tested on a comfortable road surface, it is found that the body vibrates greatly. By reducing the spring stiffness by one level to H1 = 25N / mm, test again to see if the vehicle comfort is improved. If it is still not improved, continue to adjust.

[0067] The damping adjustment of the shock absorber is to define the initial damping coefficient as z0, the interval of each level is △z, and the adjusted damping coefficient z1 = z0 -△z. Assume that the initial damping coefficient z0 of a certain vehicle model is 100N・s / m and △z is 20N・s / m.

[0068] In the vehicle turning test, if the shock absorber rebounds too slowly, resulting in a slow recovery after the vehicle rolls, the damping coefficient can be reduced to z1 = 80N・s / m to speed up the rebound speed and optimize the body posture recovery; if the vibration attenuation is not obvious when the vehicle is driving on a bumpy road, the damping coefficient can be increased to enhance the vibration absorption capacity and improve comfort. By continuously adjusting the spring stiffness and shock absorber damping level, combined with the monitoring of various vehicle performance indicators, the most suitable chassis parameter combination for the vehicle can be found.

[0069] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0070] The following is an embodiment of a chassis tuning device for improving the handling and comfort performance of a passenger car provided by an embodiment of the present disclosure. The device and the chassis tuning methods for improving the handling and comfort performance of a passenger car in the above-mentioned embodiments belong to the same inventive concept. For details not fully described in the embodiment of the chassis tuning device for improving the handling and comfort performance of a passenger car, reference can be made to the embodiment of the above-mentioned chassis tuning method for improving the handling and comfort performance of a passenger car.

[0071] like Figure 2 As shown, the device comprises: A parameter configuration module is used to configure multiple levels of design value sets; the design value sets include: spring stiffness and shock absorber damping value; A test data pre-definition module, used to preset a change rate threshold range and a preset angle threshold range; A data acquisition and comparison module is used to obtain the acceleration change rate of the vehicle roll force within a preset time period and the vehicle roll angle when performing double lane change and single lane change tests on the comfort road surface and the performance evaluation road surface of the test site respectively, and compare the acceleration change rate of the vehicle roll force within the preset time period with the preset change rate threshold range state information and compare the vehicle roll angle with the preset angle threshold range state information, and based on the comparison results, determine whether to change the spring stiffness and shock absorber damping in the design value set; The spring stiffness and shock absorber damping values ​​of the vehicle's optimal handling stability are also matched to the spring stiffness and shock absorber damping values ​​of the preset vehicle comfort, and the intermediate value is taken. Then, the vehicle double lane change and single lane change test data on the comfort road surface and performance evaluation road surface of the test field are obtained again.

[0072] like Figure 3 As shown, the present application also provides an electronic device, including a display module 103, a memory 102, a processor 101, and a computer program stored in the memory and executable on the processor 101, wherein the processor 101 implements the steps of a chassis tuning method for improving the handling and comfort performance of a passenger car when executing the program.

[0073] In embodiments of the present invention, electronic devices include, but are not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, 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 embodiments of the present application described and / or required herein.

[0074] In the embodiment of the present application, the processor 101 can be implemented by using at least one of an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a field programmable gate array (FPGA), a processor, a controller, a microcontroller, a microprocessor, and an electronic unit designed to perform the functions described herein. In some cases, such an implementation can be implemented in a controller. For software implementation, implementations such as processes or functions can be implemented with separate software modules that allow execution of at least one function or operation. The software code can be implemented by a software application (or program) written in any appropriate programming language, and the software code can be stored in a memory and executed by a controller.

[0075] The display module 103 is used to display information input by the user or information provided to the user. The display module 103 may include a display panel, which may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc.

[0076] The memory 102 may be used to store software programs and various data. The memory 102 may include a high-speed random access memory and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0077] The present application also provides a storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the chassis tuning method for improving the handling stability and comfort performance of a passenger vehicle are implemented.

[0078] The storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable 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 above.

[0079] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A chassis tuning method for improving the handling and comfort performance of a passenger car, characterized in that: Methods include: Configure multiple levels of design value sets; The set of design values ​​includes: spring stiffness and shock absorber damping values; Carry out double lane change and single lane change tests on the comfort road surface and performance evaluation road surface of the test site respectively; The specific method is that the vehicle performs single and double lane changes, steering wheel angle steps, serpentine tests, and continuous curve driving within a preset speed range; Sense the consistency of the front and rear suspensions of the vehicle, the rate of change of acceleration of the vehicle's roll force within a preset time period, and the degree of vehicle roll; If the acceleration change rate of the vehicle roll force within the preset time period is greater than the preset change rate threshold range, and the vehicle roll angle exceeds the preset angle threshold range, the spring stiffness and shock absorber damping in the design value set are changed, and the modified spring stiffness and shock absorber damping values ​​are recorded; After taking the middle value of the spring stiffness and shock absorber damping value of the vehicle's optimal handling stability corresponding to the spring stiffness and shock absorber damping value of the preset vehicle comfort, the vehicle double lane change and single lane change tests are carried out again on the comfort road surface and performance evaluation road surface of the test field until the acceleration change rate of the vehicle's roll force within the preset time period is within the preset change rate threshold range, and the vehicle roll angle is within the preset angle threshold range.

2. The chassis tuning method for improving the handling and comfort performance of a passenger vehicle according to claim 1, characterized in that: The configured multiple levels of design value sets include: a design value set with benchmark data, a design value set of 0.6 times the benchmark data, a design value set of 0.8 times the benchmark data, a design value set of 1.2 times the benchmark data, and a design value set of 1.4 times the benchmark data.

3. The chassis tuning method for improving the handling stability and comfort performance of a passenger vehicle according to claim 1, characterized in that: The design value set also includes: front and rear tire stiffness, front and rear stabilizer bar stiffness, and bushing stiffness of the subframe and connecting rod.

4. The chassis tuning method for improving the handling stability and comfort performance of a passenger vehicle according to claim 3, characterized in that: The vehicles were also tested on damaged gravel roads, Belgian roads, manhole cover roads, large cement speed bump roads, and iron speed bump roads to obtain relevant data on tire selection, spring stiffness selection, and shock absorber damping selection.

5. The chassis tuning method for improving the handling and comfort performance of a passenger vehicle according to claim 1, characterized in that: In the method, when the front wheel slip angle of the vehicle is greater than a preset angle threshold range of the rear wheel slip angle during turning, the acceleration change rate of the vehicle's roll force within a preset time period is less than a preset change rate threshold range, the steering sensitivity is lower than a preset sensitivity threshold range, and the roll angle of the vehicle when curve driving is less than a preset roll angle threshold range, the data of the current design value set is adjusted, and the vehicle double lane change and single lane change tests are performed again on the comfort road surface and performance evaluation road surface of the test site.

6. The chassis tuning method for improving the handling and comfort performance of a passenger vehicle according to claim 5, characterized in that: The parameters defining the vehicle's handling stability and comfort are: during turning, the vehicle's steering sensitivity is within a preset sensitivity threshold range, the steering wheel angle correction is within a preset angle range, the acceleration change rate of the vehicle's roll force within a preset time period is within a preset change rate threshold range, the vehicle's roll angle is within a preset angle threshold range, the vehicle's body posture recovery ability and vibration absorption ability when driving on continuous curves are within a preset body posture threshold range, the vertical load transfer ratio difference between the front and rear wheels is within a preset transfer ratio threshold range, and the amplitude difference between the front and rear suspension travel change curves is within a preset amplitude threshold range.

7. The chassis tuning method for improving the handling and comfort performance of a passenger vehicle according to claim 1 or 2, characterized in that: In the method, the spring stiffness and the shock absorber damping are defined to be divided into a plurality of levels, and there is a numerical interval between each level; Define the initial spring stiffness as H0, the interval of each level is △H, the spring stiffness after reducing one level is H1= H0-△H; the spring stiffness after increasing one level is H2= H0+△H; The initial damping coefficient is defined as z0, the interval of each level is △z, and the adjusted damping coefficient z1=z0-△z.

8. A chassis adjustment device for improving the handling and comfort performance of a passenger car, characterized in that: The device is used to implement the chassis adjustment method for improving the handling stability and comfort performance of a passenger car as described in any one of claims 1 to 7; The device includes: A parameter configuration module is used to configure multiple levels of design value sets; the design value sets include: spring stiffness and shock absorber damping value; A test data pre-definition module, used to preset a change rate threshold range and a preset angle threshold range; A data acquisition and comparison module is used to obtain the acceleration change rate of the vehicle roll force within a preset time period and the vehicle roll angle when performing double lane change and single lane change tests on the comfort road surface and the performance evaluation road surface of the test site respectively, and compare the acceleration change rate of the vehicle roll force within the preset time period with the preset change rate threshold range state information and compare the vehicle roll angle with the preset angle threshold range state information, and based on the comparison results, determine whether to change the spring stiffness and shock absorber damping in the design value set; The spring stiffness and shock absorber damping values ​​of the vehicle's optimal handling stability are also matched to the spring stiffness and shock absorber damping values ​​of the preset vehicle comfort, and the intermediate value is taken. Then, the vehicle double lane change and single lane change test data on the comfort road surface and performance evaluation road surface of the test field are obtained again.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the steps of the chassis tuning method for improving the handling and comfort performance of a passenger vehicle as described in any one of claims 1 to 7 are implemented.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the chassis tuning method for improving the handling and comfort performance of a passenger vehicle as claimed in any one of claims 1 to 7 are implemented.

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