Vehicle steering interference control method and device, computer storage medium and vehicle

Abstract

The invention discloses a vehicle steering interference control method and device, a computer storage medium and a vehicle. The vehicle steering interference control method comprises the steps that the stay wire change length collected by each displacement sensor, the initial position information of each displacement sensor, the actual coordinate information of a second spherical hinge, the length information of a steering longitudinal pull rod and the offset distance between each measuring point and a first spherical hinge are obtained; determining the real-time position information of each measuring point according to the initial position information of each displacement sensor and the change length of the stay wire; determining a first motion track of the first spherical hinge under the action of the plate spring according to the real-time position information and the offset distance of each measuring point; determining a second motion track of the first spherical hinge under the action of the steering system according to the actual coordinate information and the length information; and determining the steering interference amount according to the first movement track and the second movement track. By adopting the method, the motion interference between the steering system and the suspension can be reduced by combining the steering interference amount of the vehicle under the actual working condition.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle steering interference control method and device, a computer storage medium, and a vehicle. Background Art

[0002] In the related art, by setting wheel side adapters connected to both sides of the wheels on the vehicle to be tested, the wheel side adapters connected to both sides of the wheels are connected with wire rope sensors, so as to respectively determine the working condition deflection angles of the wheels on both sides of the vehicle to be tested after the vehicle state is switched according to the left wire rope length and the right wire rope length measured by the wire rope sensors, and thus determine the interference situation between the steering system and the suspension of the vehicle to be tested through the working condition deflection angles. However, in the measurement process of the interference amount, bench tests are used for testing, so the interference amount under actual operating conditions of the vehicle cannot be measured. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the present invention is to provide a vehicle steering interference control method, and by using this method, the movement interference between the steering system and the suspension can be reduced by combining the steering interference amount under actual working conditions of the vehicle.

[0004] A second object of the present invention is to provide a vehicle steering interference control device.

[0005] A third object of the present invention is to provide a computer storage medium.

[0006] A fourth object of the present invention is to provide a vehicle.

[0007] To solve the above problems, an embodiment of the first aspect of the present invention provides a vehicle steering interference control method. The vehicle includes a steering system, a leaf spring, a vehicle frame, and an axle. The leaf spring is suspended on the vehicle frame and fixed to the axle. The steering system includes a steering drag link, a steering knuckle arm, and a steering pitman arm. The steering drag link is connected to the steering knuckle arm through a first ball joint, and the steering drag link is connected to the steering pitman arm through a second ball joint. The steering knuckle arm is rigidly connected to the axle. A plurality of displacement sensors are provided on the vehicle frame, and a plurality of measurement points are provided on the leaf spring. Each measurement point is connected to the pull wires of at least two displacement sensors. The method includes: obtaining the change length of the pull wire collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering drag link, and the offset distance between each measurement point and the first ball joint; determining the real-time position information of each measurement point according to the starting position information of each displacement sensor and the change length of the pull wire; determining the first movement trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measurement point and the offset distance; determining the second movement trajectory of the first ball joint under the action of the steering system according to the actual coordinate information of the second ball joint and the length information; and determining the steering interference amount according to the first movement trajectory and the second movement trajectory.

[0008] According to the vehicle steering interference control method of the embodiment of the present invention, based on the connection of each measurement point provided on the leaf spring of the actual vehicle to the pull wires of at least two displacement sensors on the vehicle frame, the movement trajectory of the leaf spring is determined by the change length of the pull wire collected by each displacement sensor and the starting position information of each displacement sensor, so as to calculate the first movement trajectory through the movement trajectory of the leaf spring, and calculate the second movement trajectory according to the actual coordinate information of the second ball joint and the length information of the steering drag link, thereby calculating the steering interference amount according to the first movement trajectory and the second movement trajectory. Thus, compared with measuring the steering interference amount through bench tests in the prior art, the steering interference amount under the actual working conditions of the vehicle can be combined in the present application to reduce the movement interference between the steering system and the suspension, thereby avoiding the problem of vehicle braking deviation caused by the movement interference between the steering system and the suspension.

[0009] In some embodiments, the length information is any one of the actual length information of the steering drag link in three-dimensional space and the length projection information of the steering drag link in a two-dimensional plane.

[0010] In some embodiments, the multiple measurement points at least include a first measurement point and a second measurement point. Determining a first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measurement point and the offset distance includes: determining a rotation angle of the first ball joint according to the real-time position information of the first measurement point and the real-time position information of the second measurement point; determining real-time coordinate information of the first ball joint under the action of the leaf spring according to the real-time position information of the first measurement point, the real-time position information of the second measurement point, the rotation angle, and the offset distance; and determining the first motion trajectory according to the real-time coordinate information of the first ball joint.

[0011] In some embodiments, determining a steering interference amount according to the first motion trajectory and the second motion trajectory includes: determining target trajectory points according to the coordinate information of each trajectory point in the first motion trajectory and the coordinate information of each trajectory point in the second motion trajectory, where the target trajectory points are the trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory; for two target trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory, determining a horizontal coordinate difference according to the horizontal coordinate values of the two target trajectory points; and determining the steering interference amount according to the horizontal coordinate difference.

[0012] In some embodiments, determining the steering interference amount according to the horizontal coordinate difference includes: determining the maximum difference among all the horizontal coordinate differences; and taking the maximum difference as the steering interference amount.

[0013] In some embodiments, the method further includes: adjusting the position of the first ball joint according to the steering interference amount until the steering interference amount is lower than a preset interference amount.

[0014] In some embodiments, for the starting position information of each displacement sensor, it includes: constructing a vehicle Catia model, where the vehicle Catia model matches the actual architecture state of the vehicle; and determining the starting position information of each displacement sensor according to the vehicle Catia model.

[0015] In a second aspect embodiment of the present invention, a vehicle steering interference control device is provided. The vehicle includes a steering system, a leaf spring, a vehicle frame, and an axle. The leaf spring is suspended on the vehicle frame and fixed to the axle. The steering system includes a steering drag link, a knuckle arm, and a steering pitman arm. The steering drag link and the knuckle arm are connected by a first ball joint, and the steering drag link and the steering pitman arm are connected by a second ball joint. The knuckle arm is rigidly connected to the axle. A plurality of displacement sensors are provided on the vehicle frame, and a plurality of measurement points are provided on the leaf spring. Each measurement point is connected by a wire to at least two displacement sensors. The device includes: an acquisition module for acquiring the wire change length collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering drag link, and the offset distance between each measurement point and the first ball joint; a first determination module for determining the real-time position information of each measurement point according to the starting position information of each displacement sensor and the wire change length; a second determination module for determining the first movement trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measurement point and the offset distance; a third determination module for determining the second movement trajectory of the first ball joint under the action of the steering system according to the actual coordinate information of the second ball joint and the length information; and a fourth determination module for determining the steering interference amount according to the first movement trajectory and the second movement trajectory.

[0016] The vehicle steering interference control device according to the embodiment of the present invention can reduce the movement interference between the steering system and the suspension in combination with the steering interference amount under the actual working conditions of the vehicle.

[0017] In a third aspect embodiment of the present invention, a computer storage medium is provided, on which a computer program is stored. When the computer program is executed, the vehicle steering interference control method described in the above embodiment is implemented.

[0018] In a fourth aspect embodiment of the present invention, a vehicle is provided, including: a steering system, a leaf spring, a vehicle frame, and an axle. The leaf spring is suspended on the vehicle frame and fixed to the axle. The steering system includes a steering drag link, a knuckle arm, and a steering pitman arm. The steering drag link and the knuckle arm are connected by a first ball joint, and the steering drag link and the steering pitman arm are connected by a second ball joint. The knuckle arm is rigidly connected to the axle. A plurality of displacement sensors are provided on the vehicle frame, and a plurality of measurement points are provided on the leaf spring. Each measurement point is connected by a wire to at least two displacement sensors; a controller, the controller is connected to the steering system, and the controller is configured to execute the vehicle steering interference control method described in the above embodiment.

[0019] According to the vehicle of the embodiment of the present invention, by implementing the vehicle steering interference control method of the above embodiment, the movement interference between the steering system and the suspension can be reduced in combination with the steering interference amount of the vehicle under actual working conditions.

[0020] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein: FIG. 1(a) is a schematic diagram of a leaf spring and a vehicle frame according to an embodiment of the present invention; FIG. 1(b) is a schematic diagram of the installation position of a displacement sensor on a vehicle frame according to an embodiment of the present invention; FIG. 1(c) is a schematic diagram of the measurement point position according to an embodiment of the present invention; Figure 2 is a flowchart of a vehicle steering interference control method according to an embodiment of the present invention; Figure 3 is a schematic diagram of the connection between a displacement sensor and a measurement point according to an embodiment of the present invention; FIG. 4(a) is a schematic diagram of a positioning device at the vehicle frame end of a displacement sensor according to an embodiment of the present invention; FIG. 4(b) is a schematic diagram of a positioning device at the vehicle frame end of a displacement sensor according to another embodiment of the present invention; FIG. 4(c) is a schematic diagram of the vehicle frame end of a displacement sensor according to another embodiment of the present invention; FIG. 5(a) is a schematic diagram of a sensor positioning groove and a positioning surface according to an embodiment of the present invention; FIG. 5(b) is a schematic diagram of a sensor positioning post and a sensor fixing strap groove according to an embodiment of the present invention; FIG. 5(c) is a schematic diagram of a pull ring fixing device according to an embodiment of the present invention; FIG. 5(d) is a schematic diagram of a wire fixing device according to an embodiment of the present invention; Figure 6 is a structural block diagram of a vehicle steering interference control device according to an embodiment of the present invention.

[0022] Reference Signs: Vehicle steering interference control device 30; Frame 1; leaf spring 2; displacement sensor 3; fixing bolt 4; first locknut 5; lock washer 6; positioning device 7; fixing washer 8; positioning equipment 10; sensor positioning groove 11; sensor positioning post 12; sensor fixing strap groove 13; screw fixing seat 15; second locknut 16; cable fixing screw 17; cable positioning locking nut 18; cable positioning locking nut 19; cable fixing device 20; acquisition module 21; first determination module 22; second determination module 23; third determination module 24; fourth determination module 25. Detailed implementation mode

[0023] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0024] With the progress of society and the development of the economy, the highway network is becoming increasingly perfect, the logistics industry is booming, the volume of long-distance freight transportation is increasing, and commercial vehicles, as an important carrier of road transportation, their driving safety and comfort are attracting more and more attention. The front suspension of commercial vehicles mostly adopts a "longitudinal leaf spring - tie rod" non-independent suspension. This layout inevitably has the problem that the movement of the suspension leaf spring is inconsistent with the movement of the steering tie rod. A reasonable matching design is beneficial to controlling the vehicle braking deviation caused by the inconsistent movement. Severe braking deviation of the vehicle during emergency braking will cause the vehicle to rush out of the guardrail or into the oncoming lane, resulting in serious traffic accidents. With the gradual commercial application of autonomous driving technology, more stringent control requirements are put forward for the driving deviation caused by the interference between the suspension and the steering movement. Therefore, solving this technical problem is of great significance.

[0025] However, the key to overcoming this problem is that it is very difficult to determine the theoretical analysis of the movement trajectory of the leaf spring during the braking process of the vehicle that is close to the actual working conditions.

[0026] In related technologies, by setting wheel side adapters connected to both sides of the wheels on the vehicle to be tested, and the wheel side adapters connected to both sides of the wheels are connected with cable sensors, to respectively determine the working condition deflection angles of the two sides of the wheels of the vehicle to be tested after the vehicle state changes according to the left cable length and the right cable length measured by the cable sensors, so as to determine the interference situation between the steering system and the suspension of the vehicle to be tested through the working condition deflection angles. However, during the measurement of this interference amount, it is tested through a bench test, so the interference amount under the actual operating conditions of the vehicle cannot be measured.

[0027] To solve the above problems, the first aspect embodiment of the present invention provides a vehicle steering interference control method. By using this method, the movement interference between the steering system and the suspension can be reduced in combination with the steering interference amount under the actual working conditions of the vehicle.

[0028] In an embodiment, the vehicle includes a steering system, a leaf spring, a frame, and an axle. As shown in Fig. 1(a), the leaf spring 2 is suspended on the frame 1 and fixed to the axle. The steering system includes a steering drag link, a steering knuckle arm, and a steering pitman arm. The steering drag link and the steering knuckle arm are connected by a first ball joint, and the steering drag link and the steering pitman arm are connected by a second ball joint. The steering knuckle arm is rigidly connected to the axle. As shown in Fig. 1(a) and Fig. 1(b), a plurality of displacement sensors 3 are provided on the frame 1, and the number of the plurality of displacement sensors is at least 4 sets. A plurality of measurement points are provided on the leaf spring. Measurement points E and F are provided on the leaf spring 2. As shown in Fig. 1(c), each measurement point is connected to the pull wires of at least two displacement sensors, and the measurement points are connected to at least two displacement sensors.

[0029] Next, refer to Figure 2 to describe the vehicle steering interference control method according to an embodiment of the present invention. As Figure 2 shown, the method at least includes: step S1-step S5.

[0030] Step S1, obtain the change length of the pull wire collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering drag link, and the offset distance between each measurement point and the first ball joint.

[0031] Wherein, the offset distance between each measurement point and the first ball joint is the coordinate difference between the coordinates of each measurement point and the coordinates of the first ball joint, and the offset distance between each measurement point and the first ball joint is the same, that is, the offset distance is a fixed value. The actual coordinate information of the second ball joint is a three-dimensional coordinate.

[0032] Specifically, since a plurality of displacement sensors are provided on the frame, the leaf spring is suspended on the frame and a plurality of measurement points are provided on the leaf spring, and each measurement point is connected to the pull wires of at least two displacement sensors. Based on this, when the vehicle is braking and the leaf spring undergoes an S-shaped deformation under the dual action of axle load transfer and braking torque, it will cause the pull wires of at least two displacement sensors connected to each measurement point on the leaf spring to contract, that is, the lengths of the pull wires of at least two displacement sensors connected to each measurement point change. At this time, each displacement sensor collects the change length of the pull wire. Among them, the change length of the pull wire is the pull wire length at different times. As shown in Fig. 1(a), the pull wire lengths are RA, RB, RC, and RD. Then, the change length of the pull wire collected by each displacement sensor is sent to the controller. Thus, the controller obtains the change length of the pull wire collected by each displacement sensor, and the controller obtains the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering drag link, and the offset distance between each measurement point and the first ball joint.

[0033] Step S2: Determine the real-time position information of each measurement point according to the starting position information of each displacement sensor and the change length of the wire rope.

[0034] Specifically, since each measurement point is connected to at least two displacement sensors, obtain the change lengths of the wire ropes collected by the two displacement sensors. For example, as Figure 3 shown, displacement sensor A and displacement sensor B are connected to measurement point E. Displacement sensor A collects the change length RA of the wire rope, and displacement sensor B collects the change length RB of the wire rope. Draw a circle with the starting position information of displacement sensor A as the center and the change length RA of the wire rope as the radius, and draw a circle with the starting position information of displacement sensor B as the center and the change length RB of the wire rope as the radius. When the center coordinates of the two circles and the radius data of the two circles at different times, that is, the wire rope lengths, are known, the intersection points of the two circles, that is, the coordinate values of measurement point E at different times, can be obtained. Take the above coordinate values as the real-time position information of measurement point E; displacement sensor C and displacement sensor D are connected to measurement point F. Displacement sensor C collects the change length RC of the wire rope, and displacement sensor D collects the change length RD of the wire rope. Draw a circle with the starting position information of displacement sensor C as the center and the change length RC of the wire rope as the radius, and draw a circle with the starting position information of displacement sensor D as the center and the change length RD of the wire rope as the radius. When the centers of the two circles and the radius data of the two circles at different times, that is, the wire rope lengths, are known, the intersection points of the two circles, that is, the coordinate values of measurement point F at different times, can be obtained. Take the above coordinate values as the real-time position information of measurement point F.

[0035] Taking the calculation process of the real-time position information of measurement point E as an example: If the starting position information of displacement sensor A is (XA, YA), the starting position information of displacement sensor B is (XB, YB), the change length of the wire rope is RA, and the coordinates of measurement point E are set as (XE, YE). Based on this, substitute the above parameters into formula (1) and formula (2) to calculate the coordinates of measurement point E at different times, and take the above coordinate values as the real-time position information of measurement point E.

[0036] (XE - XA) 2 +(XE - YA)= RA Formula (1) (XE - XB) 2 +(XE - YB)= RB Formula (2) Based on this, determine the real-time position information of each measurement point according to the starting position information of each displacement sensor and the change length of the wire rope. After obtaining the leaf spring movement trajectory according to the real-time position information of each measurement point, the measurement and analysis evaluation of the leaf spring movement trajectory in the actual use state of the vehicle can be completed conveniently, quickly and at low cost.

[0037] Step S3: Determine the first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information and offset distance of each measurement point.

[0038] Specifically, since the leaf spring, the steering knuckle arm, and the first ball joint are rigidly connected through the axle, when the leaf spring undergoes an S-shaped deformation during vehicle braking, the first ball joint forms a first motion trajectory under the action of the leaf spring. In this application, the first motion trajectory of the first ball joint under the action of the leaf spring can be calculated based on the real-time position information and offset distance of each measurement point. Among them, the first motion trajectory is the theoretical motion trajectory of the first ball joint under the action of the leaf spring calculated through the real-time position information and offset distance of each measurement point.

[0039] Step S4: Determine the second motion trajectory of the first ball joint under the action of the steering system according to the actual coordinate information and length information of the second ball joint.

[0040] Specifically, during vehicle braking, the axle will drive the steering drag link to move. At this time, the first ball joint generates a second motion trajectory under the action of the steering system. In this application, the second motion trajectory of the first ball joint under the action of the steering system is calculated based on the real-time coordinate information and length information of the second ball joint. Among them, the second motion trajectory is the actual motion trajectory of the first ball joint when the axle drives the steering drag link to move.

[0041] Step S5: Determine the steering interference amount according to the first motion trajectory and the second motion trajectory.

[0042] Specifically, the steering interference amount is determined based on the first motion trajectory and the second motion trajectory, that is, the differences between the first motion trajectory and the second motion trajectory are compared, and then the steering interference amount between the suspension and the steering system under the actual working conditions is evaluated according to the differences between the first motion trajectory and the second motion trajectory. The actual working conditions can be braking conditions or wheel jounce conditions. Thus, by combining the steering interference amount between the suspension and the steering system of the vehicle under the actual working conditions, the motion interference between the steering system and the suspension system is reduced. Therefore, compared with measuring the steering interference amount through bench tests in the prior art, in this application, the steering interference amount is calculated based on the first motion trajectory and the second motion trajectory. The first motion trajectory is obtained by calculating according to the real-time position information of each measurement point on the actual vehicle and the offset distance between the measurement point and the first ball joint, and the second motion trajectory is obtained by calculating according to the actual coordinate information of the second ball joint on the actual vehicle and the length information of the steering drag link. Thus, in this application, the motion interference between the steering system and the suspension can be reduced by combining the steering interference amount of the vehicle under the actual working conditions, thereby avoiding the problem of vehicle braking deviation caused by the motion interference between the steering system and the suspension, meeting the strict requirements of the commercial application of autonomous driving technology for the vehicle braking deviation performance, effectively improving the vehicle handling comfort and safety, enhancing the product market competitiveness, and having the characteristics of simple displacement sensor arrangement, convenient positioning, and fast and accurate data processing, being economical and efficient.

[0043] In addition, after obtaining the leaf spring motion trajectory based on the real-time position information of each measurement point, the influence of the suspension-steering motion interference on the vehicle braking deviation problem can be accurately evaluated through the leaf spring motion trajectory, effectively decoupling the influence of factors such as suspension-steering motion interference and braking force distribution on braking deviation, which is conducive to the rapid solution of engineering practical problems.

[0044] In addition, it should be noted that the vehicle steering interference control method in this application is applied to the measurement, analysis and calculation of the suspension-steering interference amount of a "longitudinal leaf spring - drag link" non-independent suspension vehicle.

[0045] According to the vehicle steering interference control method of the embodiment of the present invention, based on the wire connection between each measurement point set on the leaf spring of the actual vehicle and at least two displacement sensors on the vehicle frame, the leaf spring motion trajectory is determined by the change length of the wire collected by each displacement sensor and the starting position information of each displacement sensor, so as to calculate the first motion trajectory through the leaf spring motion trajectory, and calculate the second motion trajectory according to the actual coordinate information of the second ball joint and the length information of the steering drag link, and then calculate the steering interference amount according to the first motion trajectory and the second motion trajectory. Therefore, compared with measuring the steering interference amount through bench tests in the prior art, in this application, the motion interference between the steering system and the suspension can be reduced by combining the steering interference amount of the vehicle under the actual working conditions, thereby avoiding the problem of vehicle braking deviation caused by the motion interference between the steering system and the suspension.

[0046] In some embodiments, the length information is any one of the actual length information of the steering drag link in three-dimensional space and the length projection information of the steering drag link in a two-dimensional plane.

[0047] Wherein, the two-dimensional plane can be the plane where the measurement point is located.

[0048] Specifically, the second motion trajectory of the first ball joint under the action of the steering system is calculated according to the actual coordinate information and actual length information of the second ball joint, wherein the actual length information can be obtained by calculating the steering geometric relationship or the steering system transmission ratio; or, the second motion trajectory of the first ball joint under the action of the steering system is calculated according to the actual coordinate information and length projection information of the second ball joint. When calculating the length projection information according to the actual coordinate information of the second ball joint and the real-time coordinate information of the first ball joint, the coordinates of the first ball joint and the second ball joint in one direction are not much different, thus greatly reducing the calculation amount of the second motion trajectory.

[0049] In some embodiments, the multiple measurement points at least include a first measurement point and a second measurement point. Determining the first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information and offset distance of each measurement point includes: determining the rotation angle of the first ball joint according to the real-time position information of the first measurement point and the real-time position information of the second measurement point; determining the real-time coordinate information of the first ball joint under the action of the leaf spring according to the real-time position information of the first measurement point, the real-time position information of the second measurement point, the rotation angle and the offset distance; and determining the first motion trajectory according to the real-time coordinate information of the first ball joint.

[0050] Specifically, since the first ball joint, the steering knuckle arm and the leaf spring are rigidly connected by the axle, and since a rigid body has both translational and rotational motions when moving in space, therefore, only the real-time position information of two measurement points on the leaf spring and the offset distance are needed to calculate the first motion trajectory of the first ball joint under the action of the leaf spring, that is, the first motion trajectory of the first ball joint under the action of the leaf spring can be calculated according to the real-time position information and offset distance of the first measurement point and the second measurement point. That is to say, calculate the current rotation vector according to the real-time position information of the first measurement point and the second measurement point, then calculate the rotation angle of the first ball joint according to the current rotation vector, and then calculate the real-time coordinate information of the first ball joint under the action of the leaf spring according to the real-time position information of the first measurement point, the real-time position information of the second measurement point, the rotation angle and the offset distance, and form the first motion trajectory with the real-time coordinate information of the first ball joint under the action of the leaf spring, so as to determine the steering interference amount according to the first motion trajectory.

[0051] In some embodiments, determining the steering interference amount according to the first motion trajectory and the second motion trajectory includes: determining target trajectory points according to the coordinate information of each trajectory point in the first motion trajectory and the coordinate information of each trajectory point in the second motion trajectory, where the target trajectory points are the trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory; for two target trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory, determining the horizontal coordinate difference according to the horizontal coordinate values of the two target trajectory points; and determining the steering interference amount according to the horizontal coordinate difference. Wherein, the vertical coordinate is above the measurement point, and the horizontal coordinate is to the right of the measurement point.

[0052] In the prior art, the ball joint measurement method uses three space guy wires to determine the position, which can check the position coordinates but cannot propose an optimization method for the steering interference problem.

[0053] Specifically, since the steering longitudinal tie rod, the axle and the steering knuckle arm are in a connected state, and the vertical coordinate values of the trajectory points in the first motion trajectory and the second motion trajectory are the same at the same moment, when evaluating the steering interference amount between the suspension and the steering system under the actual working condition according to the difference between the first motion trajectory and the second motion trajectory, calculate the horizontal coordinate difference between the trajectory points at the same moment in the first motion trajectory and the second motion trajectory, that is, according to the coordinate information of each trajectory point in the first motion trajectory and the coordinate information of each trajectory point in the second motion trajectory, determine the trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory. For two target trajectory points with the same vertical coordinate value in the first motion trajectory and the second motion trajectory, then calculate the horizontal coordinate difference according to the horizontal coordinate values of the two target trajectory points. Based on this, obtain the horizontal coordinate differences of all two target trajectory points with the same vertical coordinate value, and evaluate the steering interference amount through all the horizontal coordinate differences, so as to reduce the motion interference between the steering system and the suspension system in combination with the steering interference amount of the vehicle under the actual working condition. Thus, in this application, the position coordinates can be checked, the interference amount between the suspension and the steering motion can also be quantified, and an improvement method can be proposed for the interference problem to achieve the purpose of rapid matching and optimization.

[0054] In some embodiments, determining the steering interference amount according to the horizontal coordinate difference includes: determining the maximum difference among all the horizontal coordinate differences, and taking the maximum difference as the steering interference amount, that is, taking the maximum difference value of all the target trajectory points in the first motion trajectory and the second motion trajectory as the steering interference amount, so that when reducing the motion interference between the steering system and the suspension system according to the steering interference amount, the maximum steering interference amount can be controlled within a reasonable range.

[0055] In some embodiments, if the steering interference amount is higher than a preset interference amount, the position of the first ball joint is adjusted according to the steering interference amount to change the movement trajectory of the first ball joint, so that the abscissa difference calculated based on the first movement trajectory and the second movement trajectory changes, so that the steering interference amount determined based on the abscissa difference changes until the steering interference amount is lower than the preset interference amount, thereby achieving the control of the suspension and steering interference amount under the braking condition. Among them, the preset interference amount can be understood as the interference amount preset according to the first movement trajectory and the second movement trajectory being close to coincidence.

[0056] In some embodiments, for the starting position information of each displacement sensor, it includes: constructing a vehicle Catia model, where the vehicle Catia model matches the actual architecture state of the vehicle; determining the starting position information of each displacement sensor according to the vehicle Catia model.

[0057] Specifically, synchronously position in the vehicle Catia model according to the actual architecture state of the vehicle. The vehicle Catia model is a three-dimensional model. For example, the actual architecture state can be the actual installation position of each sensor and the actual installation position of each measurement point. The actual installation position of each measurement point is calculated through the measurement data of the displacement sensor. Then, synchronously position in the vehicle Catia model according to the actual installation position of each displacement sensor, that is, set each displacement sensor in the vehicle Catia model according to the actual installation position of each displacement sensor, and synchronously position in the vehicle Catia model according to the actual installation position of each measurement point, that is, set each measurement point in the vehicle Catia model according to the actual installation position of each measurement point, and adjust the position of each measurement point in the vehicle Catia model according to the actual wire pulling length between each measurement point and the displacement sensor on the vehicle, so that the virtual wire pulling length between each measurement point and the displacement sensor on the vehicle Catia model is consistent with the actual wire pulling length, thereby ensuring that the actual architecture state of the vehicle is consistent with the vehicle Catia model. At this time, the measurement data of the displacement sensor is valid, and then enter the vehicle braking condition measurement.

[0058] Based on this, the vehicle Catia model outputs the starting position information of each displacement sensor, and the starting position information is in the vehicle coordinate system, thereby ensuring the accuracy of the starting position information.

[0059] In the embodiment, the actual architecture state can be the actual installation position of the second ball joint. Then, synchronously position the position of the second ball joint in the vehicle Catia model according to the actual installation position of the second ball joint. The vehicle Catia model outputs the actual coordinate information of the second ball joint. Thus, the actual coordinate information of the second ball joint can be obtained.

[0060] In an embodiment, the actual architecture state may be the actual installation positions of each measurement point and the actual installation position of the first ball joint. Then, based on the actual installation positions of each measurement point and the first ball joint, synchronous positioning is performed in the vehicle Catia model to measure the offset distance between each measurement point and the first ball joint in the vehicle Catia model.

[0061] In an embodiment, as shown in FIGS. 4(a) and 4(b), the positioning device 10 of the displacement sensor at the vehicle frame end includes a fixing bolt 4, a first locknut 5, a lock washer 6, a positioning device 7, and a fixing washer 8. The positioning device 10 is fixed at the selected hole position on the vehicle frame end through the fixing bolt 4. The included angle between the positioning device 10 and the upper surface of the vehicle frame is generally 0° or 45°. As shown in FIG. 5(a), the positioning device of the wire-pulling sensor fixes the displacement sensor through the front square groove (sensor positioning groove 11) and the round hole, and glue can be used to reinforce the displacement sensor. As shown in FIG. 5(b), the sensor fixing strap groove 13 of the positioning device of the wire-pulling sensor is a reverse groove for the strap to further fix the displacement sensor. The positioning device 10 is provided with a square groove and a center groove, which facilitate fixing the displacement sensor to the positioning device, accurately obtaining the starting coordinates of the wire-pulling displacement sensor. The middle small cylinder cooperates with the vehicle frame hole to achieve the positioning function, and the positioning device is fixed to the vehicle frame through the central bolt hole. The positioning device of the wire-pulling sensor has two height specifications, and the height difference is greater than the thickness of the pull ring of the displacement sensor. As shown in FIG. 5(c), the pull ring of the displacement sensor is fixed to the measurement point through the pull ring fixing device 20. The pull ring fixing device 20 is composed of a screw fixing base 15, a second locknut 16, a wire-pulling fixing screw 17, a wire-pulling positioning locking nut 18, and a wire-pulling positioning locking nut 19. The pull ring hole of the displacement sensor just matches the wire-pulling fixing screw, and the pull ring can rotate on the shaft, but the gap cannot exceed 0.5 mm to ensure the measurement accuracy. As shown in FIG. 1(a), the fixing method of the four displacement sensors is that the pull rings of two displacement sensors are fixed to the same wire-pulling fixing screw. The specification of the wire-pulling fixing screw adapts to the inner diameter of the pull ring of the displacement sensor. The wire-pulling positioning locking nut cooperates with the pull ring for axial positioning on the screw, and the specifications of the positioning devices selected for the two displacement sensors can be different, and the thickness deviation is preferably the thickness of the sensor pull ring, so that the wires of the two displacement sensors can be ensured to be in the vertical plane, and the two planes are parallel to each other. To ensure the measurement accuracy, a laser alignment instrument is generally used to ensure that the sensor wires are in the vertical plane. After the pull ring is positioned, the positions of the pull rings of the displacement sensors are fixed with the wire-pulling positioning locking nut and the wire-pulling positioning locking nut on both sides. The installation state of the displacement sensor is shown in FIG. 1(a).

[0062] In an embodiment, in the present application, by utilizing the characteristics of the frame structure, a positioning device for the frame end of the displacement sensor is innovatively designed. A small cylinder with the same diameter as the frame hole is used to complete the positioning in two directions within the plane of the displacement sensor. The positioning device is designed to be square, and it is convenient to find the axial positioning positions with a horizontal angle of 0° or 45° by using the frame hole.

[0063] In an embodiment, by utilizing the characteristics of the leaf spring structure, a positioning device for the pull ring end of the displacement sensor is innovatively designed. A clearance fit is adopted between the wire fixing screw and the pull ring, and the clearance is controlled below 0.5 mm. At the same time, it is ensured that the pull ring can rotate freely on the wire fixing screw. A threaded fit is adopted between the wire fixing screw and the screw fixing seat, and a wire positioning locking nut is tightened. The base is bonded to the plane of the measurement point of the leaf spring through strong glue. The wire of the wire displacement sensor is adjusted to the vertical plane by using a laser line level to improve the measurement accuracy. Then, the pull ring is locked by the wire positioning locking nut to position it along the axial direction of the screw, and the clearance is less than 0.5 mm.

[0064] In the second aspect of the present invention, an embodiment provides a vehicle steering interference control device. The vehicle includes a steering system, a leaf spring, a frame, and an axle. The leaf spring is suspended on the frame and fixed to the axle. The steering system includes a steering drag link, a steering knuckle arm, and a steering pitman arm. The steering drag link and the steering knuckle arm are connected by a first ball joint, and the steering drag link and the steering pitman arm are connected by a second ball joint. The steering knuckle arm is rigidly connected to the axle. A plurality of displacement sensors are arranged on the frame, and a plurality of measurement points are arranged on the leaf spring. Each measurement point is connected to the wires of at least two displacement sensors. As Figure 6 shown, the vehicle steering interference control device 30 includes: an acquisition module 21, a first determination module 22, a second determination module 23, a third determination module 24, and a fourth determination module 25.

[0065] The vehicle in the present application can be a commercial vehicle, and there is no limitation in this regard.

[0066] Among them, the acquisition module is used to acquire the wire change length collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering drag link, and the offset distance between each measurement point and the first ball joint; the first determination module is used to determine the real-time position information of each measurement point according to the starting position information and the wire change length of each displacement sensor; the second determination module is used to determine the first movement trajectory of the first ball joint under the action of the leaf spring according to the real-time position information and the offset distance of each measurement point; the third determination module is used to determine the second movement trajectory of the first ball joint under the action of the steering system according to the actual coordinate information and the length information of the second ball joint; the fourth determination module is used to determine the steering interference amount according to the first movement trajectory and the second movement trajectory.

[0067] It should be noted that the specific implementation of the vehicle steering interference control device according to the embodiments of the present invention is similar to the specific implementation of the vehicle steering interference control method in any of the above embodiments of the present invention. For details, please refer to the description of the method part. To reduce redundancy, it will not be elaborated here.

[0068] According to the vehicle steering interference control device of the embodiments of the present invention, the movement interference between the steering system and the suspension can be reduced by combining the steering interference amount of the vehicle under actual working conditions.

[0069] In the embodiment, the vehicle steering interference control device further includes a data acquisition device, a gyroscope, a laser marking instrument, a data processing program, etc.

[0070] The third aspect of the embodiments of the present invention provides a computer storage medium, on which a computer program is stored, and when the computer program is executed, the vehicle steering interference control method in the above embodiments is implemented.

[0071] The fourth aspect of the embodiments of the present invention provides a vehicle, including: a steering system, a leaf spring, a vehicle frame, and an axle. The leaf spring is suspended on the vehicle frame and fixed to the axle. The steering system includes a steering drag link, a steering knuckle arm, and a steering pitman arm. The steering drag link and the steering knuckle arm are connected by a first ball joint, the steering drag link and the steering pitman arm are connected by a second ball joint, the steering knuckle arm is rigidly connected to the axle, a plurality of displacement sensors are arranged on the vehicle frame, a plurality of measurement points are arranged on the leaf spring, and each measurement point is connected by a wire to at least two displacement sensors; a controller, the controller is connected to the steering system, and the controller is used to execute the vehicle steering interference control method in the above embodiments.

[0072] It should be noted that the specific implementation of the vehicle according to the embodiments of the present invention is similar to the specific implementation of the vehicle steering interference control method in any of the above embodiments of the present invention. For details, please refer to the description of the method part. To reduce redundancy, it will not be elaborated here.

[0073] According to the vehicle of the embodiments of the present invention, by executing the vehicle steering interference control method in the above embodiments, the movement interference between the steering system and the suspension can be reduced by combining the steering interference amount of the vehicle under actual working conditions.

[0074] In the description of this specification, any process or method description in the flowchart or described in other ways herein can be understood as representing a module, segment, or part of code including one or more executable instructions for implementing a customized logical function or process. And the scope of the preferred embodiments of the present invention includes additional implementations, where the functions can be executed in a substantially simultaneous manner or in an order opposite to that shown or discussed, according to the functions involved, which should be understood by those skilled in the technical field to which the embodiments of the present invention belong.

[0075] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a definable sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus, or device), or in conjunction with these instruction execution systems, apparatuses, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation, or otherwise processing as appropriate, and then storing it in a computer memory.

[0076] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application-specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), and the like.

[0077] Those of ordinary skill in the art of this technology can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by instructing relevant hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

[0078] In addition, in each embodiment of the present invention, each functional unit can be integrated into a processing module, or each unit can exist physically alone, or two or more units can be integrated into one module. The above-mentioned integrated module can be implemented in the form of hardware or in the form of a software functional module. When the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0079] The above-mentioned storage medium can be a read-only memory, a magnetic disk or an optical disc, etc. Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

[0080] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example.

[0081] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and purposes of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle steering interference control method, characterized in that: The vehicle comprises a steering system, a leaf spring, a frame and an axle, wherein the leaf spring is suspended on the frame and fixed on the axle, the steering system comprises a steering longitudinal tie rod, a steering knuckle arm and a steering vertical arm, the steering longitudinal tie rod and the steering knuckle arm are connected via a first ball joint, the steering longitudinal tie rod and the steering vertical arm are connected via a second ball joint, the steering knuckle arm is rigidly connected to the axle, a plurality of displacement sensors are arranged on the frame, a plurality of measuring points are arranged on the leaf spring, each measuring point is connected to the cable of at least two displacement sensors, and the method comprises: Acquire the change length of the cable collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering longitudinal tie rod, and the offset distance between each measuring point and the first ball joint; Determine the real-time position information of each measuring point according to the starting position information of each displacement sensor and the length change of the pull wire; Determine a first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measuring point and the offset distance; Determine a second motion trajectory of the first ball joint under the action of the steering system according to the actual coordinate information and the length information of the second ball joint; A steering interference amount is determined according to the first motion trajectory and the second motion trajectory.

2. The vehicle steering interference control method according to claim 1, characterized in that: The length information is any one of actual length information of the steering trailing rod in three-dimensional space and length projection information of the steering trailing rod in a two-dimensional plane.

3. The vehicle steering interference control method according to claim 1, characterized in that: The multiple measuring points include at least a first measuring point and a second measuring point, and determining a first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measuring point and the offset distance includes: determining a rotation angle of the first ball joint according to the real-time position information of the first measuring point and the real-time position information of the second measuring point; Determine the real-time coordinate information of the first ball joint under the action of the leaf spring according to the real-time position information of the first measuring point, the real-time position information of the second measuring point, the rotation angle and the offset distance; The first motion trajectory is determined according to the real-time coordinate information of the first ball joint.

4. The vehicle steering interference control method according to any one of claims 1 to 3, characterized in that: Determining a steering interference amount according to the first motion trajectory and the second motion trajectory includes: Determine a target trajectory point according to the coordinate information of each trajectory point in the first motion trajectory and the coordinate information of each trajectory point in the second motion trajectory, wherein the target trajectory point is a trajectory point with the same vertical coordinate value in the first motion trajectory and the second motion trajectory; For two target trajectory points whose vertical coordinate values ​​in the first motion trajectory are the same as those in the second motion trajectory, determining a horizontal coordinate difference according to the horizontal coordinate values ​​of the two target trajectory points; The steering interference amount is determined according to the horizontal coordinate difference.

5. The vehicle steering interference control method according to claim 4, characterized in that: Determining the steering interference amount according to the horizontal coordinate difference includes: Determine the maximum difference among all the abscissa differences; The maximum difference is used as the steering interference amount.

6. The vehicle steering interference control method according to claim 1, characterized in that: The method further comprises: The position of the first ball joint is adjusted according to the steering interference amount until the steering interference amount is lower than a preset interference amount.

7. The vehicle steering interference control method according to claim 1, characterized in that: The starting position information for each displacement sensor includes: Constructing a vehicle Catia model, wherein the vehicle Catia model matches an actual architecture state of the vehicle; The starting position information of each displacement sensor is determined according to the vehicle Catia model.

8. A vehicle steering interference control device, characterized in that: The vehicle comprises a steering system, a leaf spring, a frame and an axle, wherein the leaf spring is suspended on the frame and fixed on the axle, the steering system comprises a steering longitudinal tie rod, a steering knuckle arm and a steering vertical arm, the steering longitudinal tie rod and the steering knuckle arm are connected via a first ball joint, the steering longitudinal tie rod and the steering vertical arm are connected via a second ball joint, the steering knuckle arm is rigidly connected to the axle, a plurality of displacement sensors are arranged on the frame, a plurality of measuring points are arranged on the leaf spring, each measuring point is connected to the cable of at least two displacement sensors, and the device comprises: An acquisition module, used to acquire the change length of the cable collected by each displacement sensor, the starting position information of each displacement sensor, the actual coordinate information of the second ball joint, the length information of the steering longitudinal tie rod, and the offset distance between each measuring point and the first ball joint; A first determination module is used to determine the real-time position information of each measuring point according to the starting position information of each displacement sensor and the length change of the pull wire; A second determination module is used to determine a first motion trajectory of the first ball joint under the action of the leaf spring according to the real-time position information of each measuring point and the offset distance; A third determination module is used to determine a second motion trajectory of the first ball joint under the action of the steering system according to the actual coordinate information and the length information of the second ball joint; The fourth determination module is used to determine the steering interference amount according to the first motion trajectory and the second motion trajectory.

9. A computer storage medium having a computer program stored thereon, characterized in that: When the computer program is executed, the vehicle steering interference control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, comprising: A steering system, a leaf spring, a vehicle frame and an axle, wherein the leaf spring is suspended on the vehicle frame, the leaf spring is suspended on the axle and fixed on the axle, the steering system comprises a steering longitudinal tie rod, a steering knuckle arm and a steering vertical arm, the steering longitudinal tie rod and the steering knuckle arm are connected via a first ball joint, the steering longitudinal tie rod and the steering vertical arm are connected via a second ball joint, the steering knuckle arm is rigidly connected to the axle, a plurality of displacement sensors are arranged on the vehicle frame, a plurality of measuring points are arranged on the leaf spring, and each measuring point is connected to the cable of at least two displacement sensors; A controller, wherein the controller is connected to the steering system, and the controller is used to execute the vehicle steering interference control method according to any one of claims 1-7.

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