SUV-based comfort and smoothness performance improvement method, system and device and medium

Abstract

The invention provides an improvement method, system and device based on the comfort and smoothness performance of an SUV and a medium. The improvement method comprises the steps that a whole vehicle virtual model is established; road surface models of the same size are established according to a whole vehicle smoothness test method, and whole vehicle smoothness simulation analysis is completed; three optimization objectives are established, front and rear shock absorber recovery damping parameter compression damping coefficients and front and rear spring stiffness are taken as optimization variables, a preset interval of shock absorber recovery compression damping values and spring stiffness values is taken as an optimization interval, an orthogonal optimization test is established, and vehicle comfort performance optimization is completed; and according to an optimization result, formulating an optimized scheme of recovery damping, compression damping and spring stiffness of the adjustable shock absorber, completing real vehicle evaluation on a comfort evaluation pavement of a test field, and finally determining an optimal scheme. By optimizing the damping coefficient of the shock absorber and the spring rigidity, vibration of the SUV in the driving process can be reduced, the riding comfort is improved, and more comfortable driving experience is provided for passengers.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle comfort and ride quality, and in particular relates to a method, system, equipment and medium for improving the comfort and ride quality of SUVs. Background Art

[0002] SUV is a vehicle that combines the passability of an off-road vehicle with the comfort of a sedan. In order to ensure the comfort of an SUV, the chassis needs to be effectively adjusted. The SUV chassis adjustment method can be carried out through chassis springs, shock absorbers and other components.

[0003] When adjusting the comfort and ride quality of an SUV, the existing technology only refers to the empirical data of similar models to select shock absorbers, or obtains parameters based on a single spring factor and performs adjustments, which results in adjusting the overall performance of the vehicle and makes it difficult to accurately predict and analyze the comfort performance of the vehicle under different operating conditions.

[0004] The existing technology only increases or decreases the damping value when optimizing the shock absorber or spring parameters, without performing system optimization based on the objective function and optimization variables. As a result, the comfort of SUV vehicles under some working conditions is not improved, and the overall comfort performance cannot be improved. Summary of the invention

[0005] The present invention provides a method for improving the comfort and ride quality of an SUV. The method can shorten the chassis adjustment period, configure and manufacture a chassis adjustment plan, and improve the comfort performance of the SUV.

[0006] Methods include: Establish a virtual model of the vehicle based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the vehicle components; A road model of the same size is established according to the vehicle ride comfort test method, the vehicle ride comfort simulation analysis is completed, and the longitudinal, lateral, and vertical weighted RMS values ​​of the vehicle chassis are measured in the post-processing interface; Establish three optimization goals to minimize the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis, use the front and rear shock absorber recovery damping parameters, compression damping coefficient, front and rear spring stiffness as optimization variables, take the preset interval of the shock absorber recovery compression damping value and the spring stiffness value as the optimization interval, perform optimization tests, and complete the optimization of the vehicle's comfort performance; According to the optimization results, the optimized parameters of the adjustable shock absorber restoring damping, compression damping and spring stiffness are formulated, and the actual vehicle evaluation is completed on the comfort evaluation road surface of the test site to finally determine the optimal solution.

[0007] It should be further explained that in the method, the vehicle is fixed on a swing bracket with a swing function, the swing bracket is connected to a swing shaft and a swing drive motor; an angle sensor is installed on the swing bracket; the center of mass of the vehicle coincides with the center of mass of the swing bracket, and the swing bracket is driven by the swing drive motor to operate, the angle change is recorded by the angle sensor, and the torsion swing period is recorded by a timer to obtain the moment of inertia; A test bench is constructed and the shock absorber is installed on the test bench. The force and displacement of the shock absorber under different working conditions are measured and the damping coefficient is calculated based on the relationship between the damping force and the speed.

[0008] It should be further explained that the calculation method of the longitudinal, lateral and vertical weighted acceleration root mean square value is: G=

[0009] is the speed change of the vehicle within the preset time period, and T is the simulation time.

[0010] It should be further explained that before completing the vehicle ride comfort simulation analysis, a measurement road surface model is constructed according to the simulation analysis requirements; Parameters are set for the virtual model of the vehicle when it is driving on the measured road model; Set the driving speed on urban roads to 60km / h; determine the initial position of the vehicle on the road; Define the contact characteristics between the tire and the road; In the process of performing vehicle ride comfort simulation analysis, the motion state of each component and the mutual forces when the vehicle is driving on the measured road model are simulated to obtain the dynamic response of the vehicle during driving, including the longitudinal, lateral and vertical motion data of the vehicle chassis.

[0011] It should be further explained that the recovery compression damping value of the shock absorber and 0.8-1.2 times of the spring stiffness value are used as the optimization range; The front shock absorber's restorative damping coefficient after vehicle comfort performance optimization is 1300 to 1500 N·s / m; The optimized front shock absorber compression damping coefficient is 1000 to 1100 N·s / m; The optimized rear shock absorber restorative damping coefficient is 1750 to 1800 N·s / m; The optimized compression damping coefficient of the rear shock absorber is 1100 to 1200 N·s / m; Front spring rates range from 19,080 to 20,000 N / m; Rear spring rates range from 25,000 to 25,500 N / m.

[0012] It should be further explained that the calculation method of the restoring damping parameter Zn of the front and rear shock absorbers is: Zn=(K 2 β 3 ) / (L 3 +Kβ); K is the inherent parameter of the SUV, β is the restorative damping parameter of the adjustable shock absorber, and L is the product of the ratio between the distance of the SUV wheel moving up and down and the actual moving distance of the shock absorber and the setting angle of the SUV shock absorber; K=f×m The calculation formula of the natural frequency f is: ; c is the suspension stiffness and m is the sprung mass.

[0013] It should be further explained that the methods for performing the optimization test include: Define the front shock absorber restorative damping coefficient, compression damping coefficient, rear shock absorber damping coefficient, and front and rear spring stiffness; According to the defined parameters, the vehicle driving process is simulated on the measured road model to calculate the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis; Determine whether the influence of each optimization variable on the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis is significant; Specifically, the F value is obtained by calculating the inter-group variance and intra-group variance of different optimization variables at different levels; If the F value is greater than the critical value, it means that the optimization variable has an impact on the RMS value of the longitudinal acceleration; Each optimization variable combination is regarded as a particle. Each particle flies at a certain speed in the solution space, and its flying speed and position are adjusted according to its own historical optimal position and the historical optimal position of the group. Among them, the position of the particle is the value of the shock absorber damping coefficient and spring stiffness; The velocity of the particle is the direction and magnitude of parameter adjustment; After multiple iterations, the particles gradually gather near the optimal solution, thereby finding the optimal shock absorber damping coefficient and spring stiffness value that can improve the vehicle's comfort performance.

[0014] The present application also provides a system for improving the comfort and ride performance of an SUV, the system comprising: The whole vehicle virtual model building module is used to build the whole vehicle virtual model based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the whole vehicle components; The vehicle ride comfort simulation analysis module is used to establish a road model of the same size according to the vehicle ride comfort test method, complete the vehicle ride comfort simulation analysis, and measure the longitudinal, lateral, and vertical weighted acceleration root mean square values ​​of the vehicle chassis in the post-processing interface; The comfort performance optimization module is used to establish three optimization objectives, namely, minimizing the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis. The front and rear shock absorber recovery damping parameters, compression damping coefficients, and front and rear spring stiffnesses are used as optimization variables. The preset intervals of the shock absorber recovery compression damping value and the spring stiffness value are taken as the optimization intervals. An orthogonal optimization test is established to complete the optimization of the comfort performance of the vehicle. The optimal solution definition module is used to formulate optimized adjustable shock absorber restorative damping, compression damping and spring stiffness solutions based on the optimization results, complete actual vehicle evaluation on the comfort evaluation road surface of the test site, and finally determine the optimal solution.

[0015] 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 the processor implements the steps of the method for improving the comfort and smoothness performance of an SUV when executing the program.

[0016] 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 the method for improving the comfort and ride performance of an SUV are implemented.

[0017] It can be seen from the above technical solutions that the present invention has the following advantages: The method for improving the comfort and ride quality of SUVs involved in this application establishes a virtual model of the entire vehicle and a road surface model based on mass, moment of inertia, spring stiffness, shock absorber damping, etc., which can learn the comfort and ride quality of the vehicle, find the parameter settings that lead to poor comfort, and adjust the design scheme in a timely manner. When optimizing the spring stiffness and shock absorber damping, this application can balance the support and shock absorption effects of the vehicle, avoiding other performance problems of the vehicle due to focusing only on local parameters.

[0018] This application also establishes an optimization system with the goal of minimizing the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis, and clarifies the direction and standard of optimization. At the same time, the front and rear shock absorber recovery damping parameters, compression damping coefficient, front and rear spring stiffness, etc. are used as optimization variables, and a reasonable optimization range is determined, shortening the optimization time.

[0019] The method optimizes the comfort performance of the vehicle in multiple dimensions, including longitudinal, lateral and vertical directions, and on flat roads and complex road conditions, which can effectively reduce the vibration and impact of the vehicle during driving and improve ride comfort. Whether it is smooth driving on a flat road or bumpy driving on complex road conditions, it can provide passengers with a more comfortable driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solution of the present invention, the drawings required for use in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 This is a flow chart of a method for improving the comfort and ride performance of SUV; Figure 2 This is a schematic diagram of the system based on the improvement of SUV comfort and ride performance; Figure 3 Schematic diagram of an electronic device. DETAILED DESCRIPTION

[0022] The method for improving the comfort and smoothness of SUVs involved in this application aims to improve the comfort and smoothness of SUVs through virtual simulation and optimization technology. This application establishes a virtual model of the entire vehicle based on key parameters such as the mass of components, moment of inertia, spring stiffness, and shock absorber damping of SUVs. According to the vehicle smoothness test method, a road model of the same size as the actual vehicle is established. The virtual model of the entire vehicle is used to perform smoothness simulation analysis on the road model to simulate the driving conditions of the vehicle on the actual road. The root mean square value of the weighted acceleration of the chassis in the longitudinal, lateral, and vertical directions of the entire vehicle is measured in the post-processing interface as an indicator for evaluating the smoothness of the vehicle.

[0023] The optimization goal is to minimize the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis, aiming to reduce the vibration and impact during vehicle driving. The front and rear shock absorber recovery damping parameters, compression damping coefficient, and front and rear spring stiffness are selected as optimization variables. The preset interval of the shock absorber recovery compression damping value and the spring stiffness value is taken as the optimization interval to ensure the feasibility of the optimization result in practical application. The vehicle comfort performance optimization is completed, and the optimized shock absorber and spring parameters are obtained.

[0024] This method uses virtual simulation technology to predict and optimize vehicle ride comfort in the design phase, shortening the development cycle.

[0025] The specific steps of the method for improving the comfort and ride performance of SUV will be described in detail below. For the purpose of explanation 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.

[0026] 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.

[0027] 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.

[0028] See also Figure 1 FIG. 1 is a flow chart of a method for improving the comfort and ride performance of an SUV according to a specific embodiment, and the method includes: S101: Establish a virtual model of the vehicle based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the vehicle components.

[0029] In this embodiment, the whole vehicle virtual model is constructed in ADAMS / CAR software by measuring the mass and moment of inertia of the vehicle components, spring stiffness, bushing stiffness, shock absorber damping and other parameters. The connection mode and constraint conditions between the components are set. The motion state of the vehicle under different working conditions is simulated, and the dynamic response of the vehicle is obtained by solving the motion equation.

[0030] S102: A road model of the same size is established according to the vehicle ride comfort test method, a vehicle ride comfort simulation analysis is completed, and the longitudinal, lateral, and vertical weighted RMS values ​​of the vehicle chassis are measured in the post-processing interface.

[0031] In this embodiment, a road surface model based on geometric shape and unevenness characteristics can be set. The whole vehicle virtual model is configured on the road surface, and a suitable driving speed and working condition are set. By solving the vehicle dynamics equation and the contact parameters between the tire and the road surface, the acceleration response data of the vehicle chassis is obtained.

[0032] In a specific embodiment, before completing the whole vehicle smoothness simulation analysis, a measurement road surface model is constructed according to the simulation analysis requirements; parameters are set for the whole vehicle virtual model driving on the measurement road surface model; the urban road driving speed is set to 60km / h; and the initial position of the vehicle on the road surface is determined.

[0033] This embodiment can define the contact characteristics between the tire and the road surface; in the process of performing the whole vehicle smoothness simulation analysis, the motion state of each component and the mutual force when the vehicle is driving on the measurement road model are simulated to obtain the dynamic response of the whole vehicle during driving, including the longitudinal, lateral and vertical motion data of the whole vehicle chassis.

[0034] Optionally, the acceleration data can be processed according to a weighted function to calculate a weighted acceleration root mean square value, simulating the driving process of the vehicle on an actual road surface and evaluating the vehicle's ride comfort through mathematical calculation and analysis.

[0035] In some specific embodiments, before completing the whole vehicle smoothness simulation analysis, a measurement road surface model is constructed according to the simulation analysis requirements; parameters are set for the whole vehicle virtual model driving on the measurement road surface model; the urban road driving speed is set to 60km / h; the initial position of the vehicle on the road surface is determined; and the contact characteristics of the tire and the road surface are defined.

[0036] In the process of performing vehicle ride comfort simulation analysis, the motion state of each component and the mutual forces when the vehicle is driving on the measured road model are simulated to obtain the dynamic response of the vehicle during driving, including the longitudinal, lateral and vertical motion data of the vehicle chassis.

[0037] The road surface model configured in this embodiment is .

[0038] P(t) is the road surface model at the current moment, Qi is the influence of the roughness value corresponding to the previous detection time, y is the number of historical road surface roughness detections, t is the detection time point, and ϕ is the parameter in the current observation that cannot be fully predicted by the past detection values ​​through linear combination.

[0039] S103: Establish three optimization objectives of minimizing the root mean square values ​​of the longitudinal, lateral and vertical accelerations of the vehicle chassis, use the front and rear shock absorber recovery damping parameters, compression damping coefficient, and front and rear spring stiffness as optimization variables, take the preset interval of the shock absorber recovery compression damping value and the spring stiffness value as the optimization interval, perform the optimization test, and complete the optimization of the comfort performance of the vehicle.

[0040] In some embodiments, an optimization objective function and constraint conditions may be set. The vehicle virtual model is integrated with the optimization algorithm. In each iteration, the optimization algorithm modifies the shock absorber and spring parameters in the vehicle model according to the current optimization variable values, and then performs simulation analysis to calculate the optimization objective function value. The optimization variables are updated according to the size of the objective function value, and after multiple iterations, the optimization variable combination that minimizes the objective function value is found.

[0041] Optionally, the chassis longitudinal acceleration root mean square value is minimized as the upper and lower limits of the optimization variables, that is, the preset intervals of the shock absorber restoring damping parameter, the compression damping coefficient, and the front and rear spring stiffnesses. The objective function value is to minimize the longitudinal acceleration fluctuation of the vehicle during driving.

[0042] The root mean square value of chassis lateral acceleration is based on minimizing the fluctuation of lateral acceleration when the vehicle is in lateral motion conditions such as turning. The objective function is similar to the longitudinal acceleration and is used to evaluate the comfort of the vehicle in lateral dynamic processes for lateral acceleration.

[0043] The root mean square value of the chassis vertical acceleration is the vertical acceleration that affects the ride comfort when passing through uneven roads. It mainly measures the severity of the vehicle's vertical vibration. The smaller the value, the better the vehicle's vertical comfort.

[0044] The calculation method of the longitudinal, lateral and vertical weighted acceleration root mean square values ​​in this embodiment is: G=

[0045] g(t) is the speed change of the vehicle within the preset time period, and T is the simulation time.

[0046] The calculation formula of the root mean square value of the weighted acceleration in the longitudinal, lateral and vertical directions is to integrate the square of the acceleration in a preset time period, take the average and then square it, and convert the acceleration fluctuation of the vehicle in the longitudinal, lateral and vertical directions into a specific value G. This value can intuitively reflect the severity of the vibration of the vehicle during driving, thus providing a quantitative target for evaluating the comfort and ride performance of SUVs.

[0047] Optionally, by calculating the G-value on flat roads, bumpy dirt roads, and in conditions of constant speed driving, acceleration, and turning, the difference in the comfort level of the vehicle in these conditions can be clearly understood, thereby enabling targeted performance optimization.

[0048] It should be noted that g(t) can represent the instantaneous acceleration of the vehicle in the longitudinal, lateral or vertical direction that changes with time t. When the vehicle passes over a large pothole, the amplitude of the vertical acceleration g(t) increases, and the occupants feel a strong bump, which reduces comfort. It can be seen that the frequency of the acceleration g(t) changing with time also has an important impact on comfort.

[0049] T is the simulation time, which determines the time period considered when calculating the weighted RMS value of acceleration. T is reasonably selected to cover representative vehicle driving conditions. For SUVs, the configuration of T can be based on the time periods of start-stop, low-speed driving, medium-speed driving, and occasional speed bumps on urban roads to evaluate its comfort in urban environments.

[0050] This embodiment also configures preset value ranges for the restoring damping parameters and compression damping coefficients of the front and rear shock absorbers, so as to match the optimal shock absorber and spring parameter combination, thereby improving the optimization efficiency and accuracy.

[0051] As an example of the present application, the optimization range is 0.8-1.2 times of the shock absorber's restored compression damping value and the spring stiffness value.

[0052] After the vehicle's comfort performance is optimized, the front shock absorber's recovery damping coefficient is 1300 to 1500 N·s / m; the optimized front shock absorber's compression damping coefficient is 1000 to 1100 N·s / m; the optimized rear shock absorber's recovery damping coefficient is 1750 to 1800 N·s / m; the optimized rear shock absorber's compression damping coefficient is 1100 to 1200 N·s / m; the front spring stiffness is 19080 to 20000 N / m; and the rear spring stiffness is 25000 to 25500 N / m.

[0053] For adjustable shock absorbers, the damping coefficient can be adjusted by adjusting the throttle valve structure inside the shock absorber, the size of the damping hole, etc. For the adjustment of spring stiffness, springs of different materials, wire diameters, and numbers of turns can be selected, or variable stiffness spring technology, such as air springs, hydraulic springs, etc. can be used.

[0054] S104: Based on the optimization results, formulate optimized solutions for the restorative damping, compression damping and spring stiffness of the adjustable shock absorber, complete the actual vehicle evaluation on the comfort evaluation road surface of the test site, and finally determine the optimal solution.

[0055] In some embodiments, an actual SUV vehicle can be fixed on a swing bracket with a swing function, and the swing bracket is connected to a swing shaft and a swing drive motor; an angle sensor is installed on the swing bracket; the center of mass of the vehicle coincides with the center of mass of the swing bracket, and the swing bracket is driven to operate by the swing drive motor, and the angle change is recorded by the angle sensor, and the torsion pendulum cycle is recorded by a timer to obtain the moment of inertia; a test bench is constructed, and the shock absorber is installed on the test bench, and the force and displacement of the shock absorber under different working conditions are measured, and the damping coefficient is calculated based on the relationship between the damping force and the speed.

[0056] In some embodiments, according to the optimized parameter values, the shock absorber restorative damping, compression damping and spring stiffness parameters are manufactured or adjusted. Configured on the actual SUV vehicle, the road model configured in the test field .

[0057] Install accelerometers, displacement sensors and other sensing devices on SUV vehicles to collect dynamic data of the vehicle in real time during driving. The collected data can also be processed and the longitudinal, lateral and vertical weighted acceleration root mean square value calculation method G= , calculate the performance indicators such as the longitudinal, lateral and vertical weighted acceleration root mean square value of the vehicle chassis, and compare them with the simulation results in combination with the relevant test data on the swing bracket. If there is a large difference between the actual vehicle test results and the simulation results, it is necessary to further analyze the reasons, and it may be necessary to adjust the model or optimization plan. In this way, based on the results of the actual vehicle evaluation, the vehicle's comfort, handling, safety and other factors are comprehensively considered to finally determine the optimal solution.

[0058] This embodiment verifies the actual effect of the optimization scheme through real vehicle testing, ensuring that the comfort performance of the vehicle in actual use meets the requirements. It can also find out the actual problems in the simulation process and further improve the optimization scheme. It provides a practical basis for determining the optimal solution.

[0059] In an embodiment of the present invention, based on step S103, a possible embodiment is given below to non-limitingly illustrate the specific implementation scheme of the restoring damping parameters of the front and rear shock absorbers.

[0060] Specifically, the calculation method of the front and rear shock absorber recovery damping parameter Zn is: Zn=(K 2 β 3 ) / (L 3 +Kβ).

[0061] K is the inherent parameter of the SUV, β is the restorative damping parameter of the adjustable shock absorber, and L is the product of the ratio between the distance of the SUV wheel moving up and down and the actual moving distance of the shock absorber and the setting angle of the SUV shock absorber; In this embodiment, K=f×m.

[0062] The calculation formula of the natural frequency f is: ; c is the suspension stiffness and m is the sprung mass.

[0063] Through the calculation method of the front and rear shock absorber restoration damping parameters Zn, the front and rear shock absorber restoration damping parameters Zn can be calculated according to the natural frequency, mass, suspension stiffness, and related parameters of the wheels and shock absorbers of the SUV. This provides a specific numerical basis for the design and optimization of the shock absorber, so that the shock absorber can better match the vehicle characteristics of the SUV, thereby improving the comfort and ride performance of the vehicle.

[0064] Compared with the prior art which selects shock absorber parameters based on experience or reference to similar models, the above formula takes into account multiple inherent characteristics and structural parameters of SUVs, forming a systematic calculation method, which can reflect the actual situation of the vehicle and avoid poor shock absorber performance caused by inadequate consideration of a single factor.

[0065] Existing technologies may only focus on the effect of suspension stiffness on shock absorbers, while ignoring factors such as sprung mass and the relationship between the wheel and shock absorber movement. This formula takes all these factors into account, making the calculated Zn value more accurately meet the overall performance requirements of the vehicle, thereby improving comfort.

[0066] The above formula takes into account that the inherent parameters and structures of each SUV are different. The formula can be calculated according to the parameters of the specific model to achieve personalized customization of the shock absorber parameters. It can be precisely optimized according to the characteristics of each car. For example, the comfort requirements may be high, and the parameters such as body weight and suspension structure are different from those of ordinary SUVs. Through the above formula, the relationship between the natural frequency f and the suspension stiffness c and the sprung mass m can be derived according to the vehicle vibration model, and the formula applies these theoretical relationships to the actual shock absorber parameter calculation. Through the actual measurement or design of the c and m values, f is calculated, and then Zn is obtained. So as to equip it with a more suitable shock absorber to meet the comfort requirements of its high-end users. Since the formula can calculate the shock absorber parameters more accurately, it can reduce unnecessary trial and error processes and improve optimization efficiency when conducting comfort performance optimization tests.

[0067] In combination with the implementation of step S103 above, the method of performing the optimization test in this embodiment includes: Define the front shock absorber restorative damping coefficient, compression damping coefficient, rear shock absorber damping coefficient, and front and rear spring stiffness; According to the defined parameters, the vehicle driving process is simulated on the measured road model to calculate the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis; Determine whether the influence of each optimization variable on the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis is significant; Specifically, the F value is obtained by calculating the inter-group variance and intra-group variance of different optimization variables at different levels; If the F value is greater than the critical value, it means that the optimization variable has an impact on the RMS value of the longitudinal acceleration; Each optimization variable combination is regarded as a particle. Each particle flies at a certain speed in the solution space, and its flying speed and position are adjusted according to its own historical optimal position and the historical optimal position of the group. Among them, the position of the particle is the value of the shock absorber damping coefficient and spring stiffness; The velocity of the particle is the direction and magnitude of parameter adjustment; After multiple iterations, the particles gradually gather near the optimal solution, thereby finding the optimal shock absorber damping coefficient and spring stiffness value that can improve the vehicle's comfort performance.

[0068] According to the embodiments of the present application, based on the influence of the shock absorber damping coefficient and spring stiffness on the vehicle comfort performance, the comfort performance of the whole vehicle is improved by optimizing the combination of the shock absorber damping coefficient and spring stiffness parameters, thereby avoiding the problems that may be caused by optimizing a single parameter.

[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 system for improving SUV comfort and smoothness provided by an embodiment of the present disclosure. The system and the methods for improving SUV comfort and smoothness in the above-mentioned embodiments belong to the same inventive concept. For details not fully described in the embodiment of the system for improving SUV comfort and smoothness, reference can be made to the embodiments of the methods for improving SUV comfort and smoothness in the above-mentioned embodiments.

[0071] like Figure 2 As shown, the system includes: a whole vehicle virtual model building module, which is used to build a whole vehicle virtual model based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the whole vehicle parts.

[0072] The vehicle ride comfort simulation and analysis module is used to establish a road model of the same size according to the vehicle ride comfort test method, complete the vehicle ride comfort simulation analysis, and measure the longitudinal, lateral, and vertical weighted RMS acceleration of the vehicle chassis in the post-processing interface.

[0073] The comfort performance optimization module is used to establish three optimization objectives of minimizing the root mean square values ​​of the longitudinal, lateral and vertical accelerations of the vehicle chassis. The front and rear shock absorber recovery damping parameters, compression damping coefficients, and front and rear spring stiffnesses are used as optimization variables. The preset intervals of the shock absorber recovery compression damping values ​​and spring stiffness values ​​are taken as the optimization intervals. An orthogonal optimization test is established to complete the comfort performance optimization of the vehicle.

[0074] The optimal solution definition module is used to formulate optimized adjustable shock absorber restorative damping, compression damping and spring stiffness solutions based on the optimization results, complete actual vehicle evaluation on the comfort evaluation road surface of the test site, and finally determine the optimal solution.

[0075] 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 method for improving the comfort and smoothness performance of an SUV when executing the program.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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 a method for improving the comfort and ride performance of an SUV are implemented.

[0081] 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.

[0082] 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 method for improving the comfort and ride performance of SUV, characterized in that: include: Establish a virtual model of the vehicle based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the vehicle components; A road model of the same size is established according to the vehicle ride comfort test method, the vehicle ride comfort simulation analysis is completed, and the longitudinal, lateral, and vertical weighted RMS values ​​of the vehicle chassis are measured in the post-processing interface; Establish three optimization goals to minimize the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis, use the front and rear shock absorber recovery damping parameters, compression damping coefficient, front and rear spring stiffness as optimization variables, take the preset interval of the shock absorber recovery compression damping value and the spring stiffness value as the optimization interval, perform optimization tests, and complete the optimization of the vehicle's comfort performance; According to the optimization results, the optimized parameters of the adjustable shock absorber restoring damping, compression damping and spring stiffness are formulated, and the actual vehicle evaluation is completed on the comfort evaluation road surface of the test site to finally determine the optimal solution.

2. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: In the method, a vehicle is fixed on a swing bracket with a swing function, and the swing bracket is connected to a swing shaft and a swing drive motor; an angle sensor is installed on the swing bracket; the center of mass of the vehicle coincides with the center of mass of the swing bracket, and the swing drive motor drives the swing bracket to run, and the angle change is recorded by the angle sensor, and the torsion swing period is recorded by a timer to obtain the rotational inertia; A test bench is constructed and the shock absorber is installed on the test bench. The force and displacement of the shock absorber under different working conditions are measured and the damping coefficient is calculated based on the relationship between the damping force and the speed.

3. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: The calculation method of the root mean square value of the longitudinal, lateral and vertical weighted acceleration is: G= is the speed change of the vehicle within the preset time period, and T is the simulation time.

4. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: Before completing the whole vehicle ride comfort simulation analysis, a measurement road surface model is also constructed according to the simulation analysis requirements; Parameters are set for the virtual model of the vehicle when it is driving on the measured road model; Set the driving speed on urban roads to 60km / h; determine the initial position of the vehicle on the road; Define the contact characteristics between the tire and the road; In the process of performing vehicle ride comfort simulation analysis, the motion state of each component and the mutual forces when the vehicle is driving on the measured road model are simulated to obtain the dynamic response of the vehicle during driving, including the longitudinal, lateral and vertical motion data of the vehicle chassis.

5. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: The optimal range is 0.8-1.2 times of the shock absorber's restored compression damping value and the spring stiffness value; The front shock absorber's restorative damping coefficient after vehicle comfort performance optimization is 1300 to 1500 N·s / m; The optimized front shock absorber compression damping coefficient is 1000 to 1100 N·s / m; The optimized rear shock absorber restorative damping coefficient is 1750 to 1800 N·s / m; The optimized compression damping coefficient of the rear shock absorber is 1100 to 1200 N·s / m; Front spring rates range from 19,080 to 20,000 N / m; Rear spring rates range from 25,000 to 25,500 N / m.

6. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: The calculation method of the front and rear shock absorber recovery damping parameter Zn is: Zn=(K 2 b 3 ) / (L 3 +Kβ); K is the inherent parameter of the SUV, β is the restorative damping parameter of the adjustable shock absorber, and L is the product of the ratio between the distance of the SUV wheel moving up and down and the actual moving distance of the shock absorber and the setting angle of the SUV shock absorber; K=f×m The calculation formula of the natural frequency f is: ; c is the suspension stiffness and m is the sprung mass.

7. The method for improving the comfort and ride performance of SUV according to claim 1, characterized in that: Ways to perform optimization experiments include: Define the front shock absorber restorative damping coefficient, compression damping coefficient, rear shock absorber damping coefficient, and front and rear spring stiffness; According to the defined parameters, the vehicle driving process is simulated on the measured road model to calculate the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis; Determine whether the influence of each optimization variable on the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis is significant; Specifically, the F value is obtained by calculating the inter-group variance and intra-group variance of different optimization variables at different levels; If the F value is greater than the critical value, it means that the optimization variable has an impact on the RMS value of the longitudinal acceleration; Each optimization variable combination is regarded as a particle. Each particle flies at a certain speed in the solution space, and its flying speed and position are adjusted according to its own historical optimal position and the historical optimal position of the group. Among them, the position of the particle is the value of the shock absorber damping coefficient and spring stiffness; The velocity of the particle is the direction and magnitude of parameter adjustment; After multiple iterations, the particles gradually gather near the optimal solution, thereby finding the optimal shock absorber damping coefficient and spring stiffness value that can improve the vehicle's comfort performance.

8. A system for improving the comfort and ride performance of SUV, characterized in that: The system is used to implement the method for improving the comfort and ride performance of an SUV as described in any one of claims 1 to 7; The system includes: The whole vehicle virtual model building module is used to build the whole vehicle virtual model based on the mass, moment of inertia, spring stiffness, and shock absorber damping of the whole vehicle components; The vehicle ride comfort simulation analysis module is used to establish a road model of the same size according to the vehicle ride comfort test method, complete the vehicle ride comfort simulation analysis, and measure the longitudinal, lateral, and vertical weighted acceleration root mean square values ​​of the vehicle chassis in the post-processing interface; The comfort performance optimization module is used to establish three optimization objectives, namely, minimizing the root mean square value of the longitudinal, lateral and vertical acceleration of the vehicle chassis. The front and rear shock absorber recovery damping parameters, compression damping coefficients, and front and rear spring stiffnesses are used as optimization variables. The preset intervals of the shock absorber recovery compression damping value and the spring stiffness value are taken as the optimization intervals. An orthogonal optimization test is established to complete the optimization of the comfort performance of the vehicle. The optimal solution definition module is used to formulate optimized adjustable shock absorber restorative damping, compression damping and spring stiffness solutions based on the optimization results, complete actual vehicle evaluation on the comfort evaluation road surface of the test site, and finally determine the optimal solution.

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 method for improving the comfort and ride performance of an SUV 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 method for improving the comfort and ride performance of an SUV as described in any one of claims 1 to 7 are implemented.

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