Main and auxiliary plate spring suspension system, anti-roll optimization design method thereof and mobile carrier

Abstract

The invention relates to the technical field of automobile structures, in particular to a main and auxiliary plate spring suspension system, an anti-roll optimization design method thereof and a mobile carrier, and the method comprises the following steps: establishing a simulation model of a whole vehicle and the main and auxiliary plate spring suspension system, carrying out kinematics and dynamics analysis by using simulation software, calculating roll gradient indexes under different working conditions, and calculating the anti-roll optimization design of the main and auxiliary plate spring suspension system. Optimizing the structural parameters and the performance parameters and optimizing the parameters; and performing simulation model comparison test on the optimized whole vehicle and the main and auxiliary leaf spring suspension system and the whole vehicle and the main and auxiliary leaf spring suspension system before optimization, and determining the anti-roll reliability of the optimized whole vehicle and the main and auxiliary leaf spring suspension system. According to the optimization design method, an accurate simulation model is established, simulation software is utilized for analysis, the optimization direction is determined, parameters are optimized, and finally the optimization effect is verified through a comparison test, so that the problems existing in a traditional design method can be effectively solved, and the operation stability and safety of the vehicle can be remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive structures, and in particular, to a main and auxiliary leaf spring suspension system, an anti-roll optimization design method thereof, and a mobile vehicle. Background Art

[0002] In vehicle engineering, the suspension system plays a crucial role in the handling and stability performance of the whole vehicle. As an important part of the suspension system, the rationality of the design of the main and auxiliary leaf spring structure directly affects the driving quality and safety of the vehicle. Currently, the main and auxiliary leaf spring suspensions generally have the problem of soft leaf springs, which will directly affect the handling stability and driving safety of the whole vehicle.

[0003] Traditional design methods for main and auxiliary leaf springs often rely on experience and simple theoretical calculations, making it difficult to comprehensively consider complex actual working conditions and the comprehensive optimization of various performance indicators, and unable to accurately optimize the performance of the suspension system. Summary of the Invention

[0004] The present invention provides a main and auxiliary leaf spring suspension system, an anti-roll optimization design method thereof, and a mobile vehicle, so as to solve the defect that the existing main and auxiliary leaf spring design methods cannot accurately optimize the performance of the suspension system, and realize the optimization design of the main and auxiliary leaf springs by means of simulation and tests, thereby improving the handling and stability performance of the whole vehicle.

[0005] The present invention provides an anti-roll optimization design method for a main and auxiliary leaf spring suspension system, including: Establish a simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0006] Based on the established simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system, use simulation software to perform kinematic and dynamic analyses on the whole vehicle and the main and auxiliary leaf spring suspension system, and calculate the roll gradient index under different working conditions.

[0007] Based on the roll gradient index of the whole vehicle and the main and auxiliary leaf spring suspension system, determine the optimization directions of the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0008] Based on the optimization directions of the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension system, perform parameter optimization on the whole vehicle and the main and auxiliary leaf spring suspension system.

[0009] Conduct a simulation model comparison test on the optimized whole vehicle and main and auxiliary leaf spring suspension system and the unoptimized whole vehicle and main and auxiliary leaf spring suspension system to determine the anti-roll reliability of the optimized whole vehicle and main and auxiliary leaf spring suspension system.

[0010] According to the anti-roll optimization design method for a main and auxiliary leaf spring suspension system provided by the present invention, it further includes: Conduct road tests on the optimized vehicle and the main and auxiliary leaf spring suspension system, as well as the vehicle and the main and auxiliary leaf spring suspension system before optimization, and collect the test driving data of the vehicle.

[0011] Process and analyze the test driving data of the vehicle to obtain the roll gradient index of the road test on the test field, and compare it with the test results of the simulation model to verify the accuracy of the simulation model comparison test.

[0012] Further optimize and confirm the design parameters of the vehicle and the main and auxiliary leaf spring suspension system based on the roll gradient index of the road test on the test field.

[0013] According to an anti-roll optimization design method of a main and auxiliary leaf spring suspension system provided by the present invention, it further includes: Output the roll gradient index of the road test on the test field to the user for verification of the road test scenario on the test field.

[0014] Based on the subjective evaluation of the user, determine the anti-roll reliability of the vehicle and the main and auxiliary leaf spring suspension system after further optimization.

[0015] According to an anti-roll optimization design method of a main and auxiliary leaf spring suspension system provided by the present invention, in the further optimization and confirmation of the design parameters of the vehicle and the main and auxiliary leaf spring suspension system based on the roll gradient index of the road test on the test field, the design parameters of the vehicle and the main and auxiliary leaf spring suspension system include the stiffness of the main and auxiliary leaf springs and / or the height of the vehicle's center of mass.

[0016] According to an anti-roll optimization design method of a main and auxiliary leaf spring suspension system provided by the present invention, the calculation of the roll gradient index under different working conditions includes: calculating the roll gradient index under the double lane change working condition and the steady state turning working condition respectively.

[0017] According to an anti-roll optimization design method of a main and auxiliary leaf spring suspension system provided by the present invention, the determination of the optimization direction of the structural parameters and performance parameters of the vehicle and the main and auxiliary leaf spring suspension system includes: determining the influence of the height of the vehicle's center of mass and the stiffness of the main and auxiliary leaf springs of the main and auxiliary leaf spring suspension system on the roll gradient index of the vehicle respectively.

[0018] According to an anti-roll optimization design method of a main and auxiliary leaf spring suspension system provided by the present invention, the parameter optimization of the vehicle and the main and auxiliary leaf spring suspension system based on the optimization direction of the structural parameters and performance parameters of the vehicle and the main and auxiliary leaf spring suspension system includes: Keep the height of the vehicle's center of mass unchanged, and increase the overall stiffness of the main and auxiliary leaf spring suspension system by increasing the stiffness of the main and auxiliary leaf springs.

[0019] Or, Keep the stiffness of the main and auxiliary leaf spring suspension system unchanged, and reduce the height of the vehicle's center of mass by reducing or removing the cushion block at the bottom of the axle.

[0020] According to an anti-roll optimization design method for a main and auxiliary leaf spring suspension system provided by the present invention, the simulation model comparison test of the optimized vehicle and main and auxiliary leaf spring suspension system and the vehicle and main and auxiliary leaf spring suspension system before optimization includes: Taking the simulation model of the vehicle and main and auxiliary leaf spring suspension system before optimization as the original control group, taking the simulation model of the vehicle and main and auxiliary leaf spring suspension system with increased stiffness of the main and auxiliary leaf spring suspension system as the first control group, and taking the simulation model of the vehicle and main and auxiliary leaf spring suspension system with reduced vehicle center of mass height as the second control group.

[0021] Respectively conduct simulation model tests on the original control group, the first control group, and the second control group, obtain the roll gradient indexes of the vehicle and main and auxiliary leaf spring suspension system and compare them to determine the anti-roll reliability of the optimized vehicle and main and auxiliary leaf spring suspension system.

[0022] The present invention also provides a main and auxiliary leaf spring suspension system, and the main and auxiliary leaf spring suspension system is optimized by using the anti-roll optimization design method of the main and auxiliary leaf spring suspension system described in any one of the above.

[0023] The present invention also provides a mobile vehicle, including the above main and auxiliary leaf spring suspension system, or using the anti-roll optimization design method of the main and auxiliary leaf spring suspension system described in any one of the above to optimize the main and auxiliary leaf spring suspension system.

[0024] The anti-roll optimization design method of the main and auxiliary leaf spring suspension system provided by the present invention simulates and analyzes the kinematic and dynamic characteristics of the vehicle system and the suspension system by establishing an accurate vehicle dynamics model, so as to provide guidance for the design. This optimization design method determines the optimization direction and optimizes the parameters by establishing an accurate simulation model and using simulation software for analysis, and finally verifies the optimization effect through a comparison test. It can not only effectively solve the problems existing in the traditional design method, but also significantly improve the handling stability performance and safety of the vehicle. Through this scientific and rigorous design process, the actual application effect of the design scheme can be ensured, and strong support can be provided for subsequent actual road tests. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 It is a flow schematic diagram of the anti-roll optimization design method of the main and auxiliary leaf spring suspension system provided by the present invention.

[0027] Figure 2 It is the roll gradient curve of the original control group under the double lane change condition in the simulation model test provided by the present invention.

[0028] Figure 3 It is the roll gradient curve of the first control group under the double lane change condition in the simulation model test provided by the present invention.

[0029] Figure 4 It is the roll gradient curve of the second control group under the double lane change condition in the simulation model test provided by the present invention.

[0030] Figure 5 It is the roll gradient curve of the original control group under the steady state turning condition in the simulation model test provided by the present invention.

[0031] Figure 6 It is the roll gradient curve of the first control group under the steady state turning condition in the simulation model test provided by the present invention.

[0032] Figure 7 It is the roll gradient curve of the second control group under the steady state turning condition in the simulation model test provided by the present invention.

[0033] Figure 8 It is the roll gradient curve of the original control group under the double lane change condition in the test field road test provided by the present invention.

[0034] Figure 9 It is the roll gradient curve of the first control group under the double lane change condition in the test field road test provided by the present invention.

[0035] Figure 10 It is the roll gradient curve of the second control group under the double lane change condition in the test field road test provided by the present invention.

[0036] Figure 11 It is the roll gradient curve of the original control group under the steady state turning condition in the test field road test provided by the present invention.

[0037] Figure 12 It is the roll gradient curve of the first control group under the steady state turning condition in the test field road test provided by the present invention.

[0038] Figure 13 It is the roll gradient curve of the second control group under the steady state turning condition in the test field road test provided by the present invention. Detailed implementation manners

[0039] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without making creative efforts fall within the protection scope of the present invention.

[0040] The following will describe Figures 1 to 13 the main and auxiliary leaf spring suspension system of the present invention, its anti-roll optimization design method, and a mobile vehicle.

[0041] An embodiment of the present invention provides an anti-roll optimization design method for a main and auxiliary leaf spring suspension system. Referring to Figure 1 as shown, the anti-roll optimization design method for the main and auxiliary leaf spring suspension system includes the following steps S1 to S5.

[0042] S1. Establish a simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0043] S2. Based on the established simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system, use simulation software to perform kinematic and dynamic analyses on the whole vehicle and the main and auxiliary leaf spring suspension system, and calculate the roll gradient index (the roll gradient index is the roll gradient, which is represented by the roll angle of the vehicle body for a unit lateral acceleration) under different working conditions.

[0044] S3. Based on the roll gradient index of the whole vehicle and the main and auxiliary leaf spring suspension system, determine the optimization directions of the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0045] S4. Optimize the parameters of the whole vehicle and the main and auxiliary leaf spring suspension system based on the optimization directions of the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0046] S5. Conduct a simulation model comparison test on the optimized whole vehicle and main and auxiliary leaf spring suspension system and the unoptimized whole vehicle and main and auxiliary leaf spring suspension system to determine the anti-roll reliability of the optimized whole vehicle and main and auxiliary leaf spring suspension system.

[0047] It can be understood that in step S1 of this embodiment, a simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system is established. In the model, the material properties of each component are considered (for example, the actual stiffness curve is used for rubber parts such as limit blocks, and the actual damping characteristics are used for shock absorbers, etc.), geometric parameters are also considered, and the installation positions of components such as fuel tanks, cabs, axles, and steering in the whole vehicle structure and the connection relationships with other components are considered. By creating an accurate simulation model, detailed kinematic and dynamic analyses can be carried out subsequently. Then, in step S2, through simulation analysis, the dynamic responses of the vehicle under different working conditions are obtained, especially the roll gradient index, and these indexes are used to evaluate the handling stability and roll resistance of the vehicle. In step S3, according to the simulation results, it is determined which parameters need to be adjusted to improve the performance of the suspension system, the roll gradient index is analyzed, and the main factors affecting the vehicle roll are determined, such as the height of the vehicle's center of mass and the stiffness of the main and auxiliary leaf springs. Then, the optimization direction is determined, such as increasing the stiffness of the main and auxiliary leaf springs or reducing the height of the vehicle's center of mass. In step S4, based on the simulation results of step S3, the parameters of the whole vehicle and the main and auxiliary leaf spring suspension system are optimized. Finally, in step S5, the effectiveness of the optimized scheme is verified, and its roll resistance reliability is determined to obtain the optimized main and auxiliary leaf spring suspension system.

[0048] Based on the above process, in this embodiment, by establishing an accurate whole vehicle dynamics model, the kinematic and dynamic characteristics of the whole vehicle system and the suspension system are simulated and analyzed, so as to provide guidance for the design. This optimization design method establishes an accurate simulation model, uses simulation software for analysis, determines the optimization direction and optimizes the parameters. Finally, the optimization effect is verified through comparative tests. It can not only effectively solve the problems existing in the traditional design method, but also significantly improve the handling stability and safety of the vehicle. Through this scientific and rigorous design process, the actual application effect of the design scheme can be ensured, and strong support can be provided for subsequent actual road tests.

[0049] In some embodiments of the roll resistance optimization design method of the main and auxiliary leaf spring suspension system of the present invention, continue to refer to Figure 1 As shown, the roll resistance optimization design method of the main and auxiliary leaf spring suspension system further includes the following steps S6 to S8.

[0050] S6. Conduct road tests on the optimized whole vehicle and main and auxiliary leaf spring suspension system and the whole vehicle and main and auxiliary leaf spring suspension system before optimization on the test field, and collect the test driving data of the vehicle.

[0051] S7. Process and analyze the test driving data of the vehicle to obtain the roll gradient index of the road test on the test field, and compare it with the test results of the simulation model comparison test to verify the accuracy of the simulation model comparison test.

[0052] S8. Further optimize and confirm the design parameters of the whole vehicle and the main and auxiliary leaf spring suspension system based on the roll gradient index of the road test on the test field.

[0053] It can be understood that this embodiment further improves the anti-roll optimization design method of the main and auxiliary leaf spring suspension system, verifies the accuracy of the simulation model through actual road tests, and ensures the effectiveness of the optimized design scheme under real working conditions.

[0054] Among them, step S6 verifies the optimization effect through actual road tests and obtains real vehicle dynamic response data. Before the test, ensure that the test vehicle is in good working condition and install necessary sensors to record various dynamic parameters of the vehicle (such as acceleration, roll angle, etc.). Design test scenarios under various typical working conditions, including but not limited to double lane change conditions, steady state turning conditions, etc. Conduct multiple repeated tests at the test site to ensure the accuracy and reliability of the data. Record the driving data of the vehicle under different working conditions, including key parameters such as roll gradient, acceleration, steering angle, etc.

[0055] Step S7 verifies the accuracy of the simulation model and adjusts the optimization scheme according to the actual test results. Use professional software to process and analyze the test data, and calculate the roll gradient index in the road test at the test site. Compare the roll gradient index obtained in the road test at the test site with the results of the simulation model comparison test to evaluate the accuracy and reliability of the simulation model. If the simulation model is consistent with the actual test results, it indicates that the simulation model has a high credibility; if there are deviations, it is necessary to further analyze the reasons and adjust the optimization scheme or improve the simulation model.

[0056] Step S8 further optimizes the structural parameters and performance parameters of the suspension system according to the roll gradient index obtained in the road test at the test site, combined with the prediction results of the simulation model, to ensure that its performance reaches the best in actual use. It may be necessary to finely adjust the stiffness of the main and auxiliary leaf springs to better balance the stability and comfort of the vehicle; it may also be necessary to adjust the vehicle's center of mass height according to the test results to further reduce the roll risk.

[0057] Steps S6 to S8 in this embodiment verify the accuracy of the simulation model through actual road tests and further optimize the design parameters of the suspension system based on the data under real working conditions. This method can not only ensure the effectiveness of the design scheme, but also discover potential problems in the simulation model, thereby further improving the reliability and practicality of the design.

[0058] Furthermore, the anti-roll optimization design method of the main and auxiliary leaf spring suspension system further includes the following steps S9 and S10.

[0059] Among them, in step S9, the roll gradient index of the proving ground road test is output to the user for the verification of the proving ground road test scenario. The purpose is to provide users with detailed test data and analysis results so that they can independently verify and understand the actual effects of the optimization scheme. Specifically, key parameters such as the roll gradient index, acceleration response, and steering angle obtained from the proving ground road test are sorted into a report and presented to the user in a clear and understandable manner. Provide a detailed description of the test scenario, including test conditions (such as vehicle speed, road surface conditions, weather conditions, etc.), so that users can reproduce these scenarios and verify the test results by themselves. Ensure that users understand every link in the entire optimization process and enhance their trust in the design scheme.

[0060] In step S10, based on the subjective evaluation of the user, the roll resistance reliability of the optimized vehicle and the main and auxiliary leaf spring suspension systems is determined. The purpose is to combine the actual use experience and subjective evaluation of the user to further verify and optimize the design of the suspension system to ensure its reliability and comfort under actual driving conditions. Specifically, invite users or professional drivers to test drive and experience the performance of the optimized suspension system under different working conditions. Collect the subjective feelings and evaluations of users on aspects such as vehicle handling stability, comfort, and safety. Common evaluation dimensions include: handling stability (the roll control ability of the vehicle during sharp turns), comfort (the driving smoothness of the vehicle on bumpy roads), and safety (the stability and controllability of the vehicle during emergency avoidance). Record the feedback from users and use it as an important basis for further optimization. Combine objective test data and the subjective evaluation of users to conduct a comprehensive evaluation to determine whether the final design scheme meets all requirements. If the user feedback has deficiencies, conduct targeted optimization according to specific problems. For example: adjust the stiffness. If the user reports that the vehicle is too bumpy during high-speed driving, the spring stiffness can be appropriately reduced; improve the shock absorber. If the user reports that the vehicle has an obvious roll feeling during cornering, the design of the shock absorber can be considered for improvement.

[0061] In steps S9 and S10 of this embodiment, by providing users with detailed test data and combining the subjective evaluation of users, the design scheme of the suspension system is further verified and improved. This method not only ensures the technical rationality of the design scheme but also fully considers the actual needs and experiences of users, enhancing the practicality and user satisfaction of the design scheme and laying a solid foundation for the success of the final product. Through the method of combining theory with practice, the handling stability and safety of the vehicle can be effectively improved, ensuring the high quality and high reliability of the final product.

[0062] In some embodiments of the roll resistance optimization design method of the main and auxiliary leaf spring suspension system of the present invention, the calculation of the roll gradient index in step S2 under different working conditions includes: calculating the roll gradient index under the double lane change condition and the steady-state turning condition respectively.

[0063] It is understandable that the double lane change condition is a typical emergency obstacle avoidance test condition, simulating the situation where a vehicle suddenly encounters an obstacle during high-speed driving and needs to quickly change lanes to avoid it. This condition can effectively evaluate the vehicle's dynamic response ability and anti-roll performance. Under the double lane change condition, the vehicle needs to quickly make two sharp turns in opposite directions, which poses high requirements for the vehicle's roll stability and the response ability of the suspension system. This condition can also evaluate the vehicle's direction control ability and the driver's operation difficulty. In the simulation model, by setting initial conditions such as the vehicle speed and road surface friction coefficient, using simulation software to simulate the vehicle's dynamic behavior under the double lane change condition, recording data such as the vehicle's roll angle and lateral acceleration, and based on the recorded data, calculating the roll gradient index of the vehicle under the double lane change condition to evaluate its anti-roll performance.

[0064] The steady-state turning condition refers to the condition where the vehicle continuously turns on a fixed circular path at a constant speed. This condition is mainly used to evaluate the stability and roll characteristics of the vehicle during long-term turning. The steady-state turning condition can evaluate the roll characteristics and the durability of the suspension system of the vehicle during long-term turning. This condition can also evaluate the ride comfort of the vehicle during long-term turning, especially for heavy-duty trucks. In the simulation model, by setting initial conditions such as the vehicle speed, turning radius, and road surface friction coefficient, using simulation software to simulate the vehicle's dynamic behavior under the steady-state turning condition, recording data such as the vehicle's roll angle and lateral acceleration, and based on the recorded data, calculating the roll gradient index of the vehicle under the steady-state turning condition to evaluate its anti-roll performance.

[0065] In some embodiments of the anti-roll optimization design method of the primary and secondary leaf spring suspension system of the present invention, the above step S3 of determining the optimization directions of the structural parameters and performance parameters of the whole vehicle and the primary and secondary leaf spring suspension system includes: respectively determining the influence of the vehicle's center of mass height and the stiffness of the primary and secondary leaf springs of the primary and secondary leaf spring suspension system on the vehicle's roll gradient index.

[0066] It is understandable that in the anti-roll optimization design method of the primary and secondary leaf spring suspension system of the present invention, step S3 involves determining the optimization directions of the structural parameters and performance parameters of the whole vehicle and the primary and secondary leaf spring suspension system. The goal of this step is to determine which parameters have a significant impact on the vehicle's roll gradient index by analyzing the simulation results, and accordingly determine the optimization directions.

[0067] First, determine the influence of the vehicle's center of mass height: Adjust the vehicle's center of mass height in the simulation model and record the roll gradient index at different heights. Generally, reducing the vehicle's center of mass height can reduce the roll angle of the vehicle during turning, thereby improving the vehicle's roll resistance. However, too low a center of mass height may affect the vehicle's passability (such as the clearance between the tires and the cargo box). Adjust the vehicle's center of mass height by changing the thickness of the pads at the bottom of the axle or removing the pads, and conduct multiple simulations to find the optimal height setting. Second, determine the influence of the main and auxiliary leaf spring stiffness: Adjust the stiffness of the main and auxiliary leaf springs in the simulation model and record the roll gradient index at different stiffness settings. Increasing the stiffness of the main and auxiliary leaf springs can significantly improve the vehicle's roll resistance in sharp turns or other high lateral force situations. However, too high a stiffness may lead to a decrease in vehicle comfort when driving on bumpy roads. Adjust the stiffness by changing the material, thickness, or geometry of the leaf springs, and conduct multiple simulations to find the optimal stiffness setting.

[0068] In some examples, a simulation model of the vehicle and the main and auxiliary leaf spring suspension system is established, the roll gradient index under different working conditions (such as double lane change condition and steady state turning condition) is calculated, the vehicle's center of mass height and the stiffness of the main and auxiliary leaf springs are adjusted respectively, multiple simulations are conducted, and the roll gradient index of each simulation is recorded. Compare the simulation results under different parameter settings to determine which parameters have a significant impact on the roll gradient index. According to the analysis results, determine the main parameters to be adjusted (such as reducing the center of mass height or increasing the leaf spring stiffness), and formulate a preliminary optimization plan.

[0069] Furthermore, in the process of further optimizing and confirming the design parameters of the vehicle and the main and auxiliary leaf spring suspension system based on the roll gradient index of the test field road test in step S8, the design parameters of the vehicle and the main and auxiliary leaf spring suspension system include the stiffness of the main and auxiliary leaf springs and / or the vehicle's center of mass height.

[0070] It can be understood that in the anti-roll optimization design method of the main and auxiliary leaf spring suspension system of the present invention, step S8 involves further optimizing the design parameters based on the test data. The goal of this step is to verify the results of the simulation model through actual road tests and further optimize the design parameters according to the test data to ensure the effectiveness and reliability of the final design scheme.

[0071] First, optimize the stiffness of the main and auxiliary leaf springs: According to the roll gradient index obtained from the road tests on the test field, fine-tune the stiffness of the main and auxiliary leaf springs. If the test results show that the vehicle rolls significantly during high-speed turning, the overall leaf spring stiffness can be increased by increasing the stiffness of the auxiliary spring. Conduct multiple rounds of tests and simulation comparisons to ensure that the adjusted stiffness settings can effectively improve the roll characteristics of the vehicle. Secondly, optimize the height of the vehicle's center of mass: According to the roll gradient index obtained from the road tests on the test field, fine-tune the height of the vehicle's center of mass. If the test results show that the vehicle rolls significantly during long-time turning, the height of the vehicle's center of mass can be reduced by decreasing the thickness of the spacer blocks at the bottom of the axle. Conduct multiple rounds of tests and simulation comparisons to ensure that the adjusted center of mass height settings can effectively improve the roll characteristics of the vehicle and do not affect the vehicle's passability.

[0072] In some examples, ensure that the test vehicle is in good working condition and install necessary sensors to record various dynamic parameters of the vehicle (such as acceleration, roll angle, etc.). Design test scenarios under various typical working conditions, including but not limited to double lane change condition, steady state turning condition, etc., and conduct multiple repeated tests on the test field to ensure the accuracy and reliability of the data. Record the driving data of the vehicle under different working conditions, including key parameters such as roll gradient, acceleration, steering angle, etc. Use professional software to process and analyze the test data, and calculate the roll gradient index in the road tests on the test field. Compare the roll gradient index obtained from the road tests on the test field with the results of the comparison test of the simulation model to evaluate the accuracy and reliability of the simulation model. According to the test results, further optimize key parameters such as the stiffness of the main and auxiliary leaf springs and the height of the vehicle's center of mass to ensure that the optimized design scheme can effectively improve the anti-roll performance of the vehicle.

[0073] In some embodiments of the anti-roll optimization design method of the main and auxiliary leaf spring suspension system of the present invention, the above step S4 performs parameter optimization on the vehicle and the main and auxiliary leaf spring suspension system based on the optimization directions of the structural parameters and performance parameters of the vehicle and the main and auxiliary leaf spring suspension system, including: keeping the height of the vehicle's center of mass unchanged and increasing the overall stiffness of the main and auxiliary leaf spring suspension system by increasing the stiffness of the main and auxiliary leaf springs. Or, keeping the stiffness of the main and auxiliary leaf spring suspension system unchanged and reducing the height of the vehicle's center of mass by decreasing or removing the spacer blocks at the bottom of the axle.

[0074] It can be understood that step S4 of this embodiment involves parameter optimization of the vehicle and the main and auxiliary leaf spring suspension system based on the determined optimization direction. Specifically, this step provides two main optimization strategies: increasing the stiffness of the main and auxiliary leaf springs or reducing the height of the vehicle's center of mass.

[0075] Optimization Strategy 1: Keep the vehicle's center of mass height unchanged and increase the overall stiffness of the main and auxiliary leaf spring suspension system by increasing the stiffness of the main and auxiliary leaf springs. This strategy improves the anti-roll ability of the vehicle under sharp turns or other high lateral force conditions by increasing the stiffness of the main and auxiliary leaf springs without changing the vehicle's center of mass height. Specifically, establish a simulation model of the vehicle and the main and auxiliary leaf spring suspension system, and calculate the roll gradient index under different working conditions (such as double lane change condition and steady state turning condition). You can choose to adjust the stiffness of the main spring or the auxiliary spring separately, or adjust both simultaneously to achieve the adjustment of the stiffness of the main and auxiliary leaf springs. For example, increase the stiffness of the auxiliary spring by replacing the steel plate with a thicker one or using a material with higher strength. If it is necessary to balance comfort and stability, the stiffness of the main spring can be appropriately increased, but not too much to avoid affecting comfort. Run the simulation model again after each adjustment and record the new roll gradient index. Compare the simulation results under different stiffness settings, evaluate their impact on the vehicle's roll stability and ride comfort, and find the stiffness setting that can significantly improve roll stability while maintaining good comfort.

[0076] Optimization Strategy 2: Keep the stiffness of the main and auxiliary leaf spring suspension system unchanged and reduce the vehicle's center of mass height by reducing or removing the cushion block at the bottom of the axle. This strategy improves the anti-roll ability of the vehicle by reducing the roll angle of the vehicle during turning by reducing the vehicle's center of mass height without changing the stiffness of the main and auxiliary leaf springs. Specifically, establish a simulation model of the vehicle and the main and auxiliary leaf spring suspension system, and calculate the roll gradient index under different working conditions (such as double lane change condition and steady state turning condition). Reduce the vehicle's center of mass height by reducing or removing the cushion block at the bottom of the axle (if possible, you can also consider adjusting the body structure or repositioning the positions of some components to further reduce the center of mass height). Gradually reduce the thickness of the cushion block, run the simulation model again after each adjustment, and record the new roll gradient index. Compare the simulation results under different center of mass height settings, evaluate their impact on the vehicle's roll stability and passability, and find the optimal center of mass height setting that can significantly improve roll stability without overly affecting the vehicle's passability.

[0077] In some embodiments of the anti-roll optimization design method for the main and auxiliary leaf spring suspension system of the present invention, the above-mentioned step S5 of conducting a simulation model comparison test on the optimized vehicle and the main and auxiliary leaf spring suspension system and the vehicle and the main and auxiliary leaf spring suspension system before optimization includes: using the simulation model of the vehicle and the main and auxiliary leaf spring suspension system before optimization as the original control group, using the simulation model of the vehicle and the main and auxiliary leaf spring suspension system with increased stiffness of the main and auxiliary leaf spring suspension system as the first control group, and using the simulation model of the vehicle and the main and auxiliary leaf spring suspension system with reduced center of mass height of the vehicle as the second control group. Conduct simulation model tests on the original control group, the first control group, and the second control group respectively, obtain the roll gradient index of the vehicle and the main and auxiliary leaf spring suspension system and compare them to determine the anti-roll reliability of the optimized vehicle and the main and auxiliary leaf spring suspension system.

[0078] It can be understood that step S5 of the anti-roll optimization design method for the main and auxiliary leaf spring suspension system of the present invention, which conducts a simulation model comparison test on the whole vehicle and the main and auxiliary leaf spring suspension system before and after optimization, is an important link to verify the optimization effect. By setting different control groups and conducting simulation model tests respectively, the effectiveness and reliability of different optimization schemes can be comprehensively evaluated. Among them, the original control group is the simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system before optimization, which provides benchmark data for comparison with the optimized scheme to evaluate the optimization effect. The first control group is the simulation model after increasing the stiffness of the main and auxiliary leaf spring suspension system. While keeping the height of the vehicle's center of mass unchanged, the stiffness is increased by adjusting the material, thickness or geometric shape of the main and auxiliary leaf springs, and the improvement effect of increasing the leaf spring stiffness on the vehicle's roll stability can be evaluated. The second control group is the simulation model after reducing the height of the vehicle's center of mass. By reducing or removing the pads at the bottom of the axle, etc., the height of the vehicle's center of mass is reduced while keeping the stiffness of the main and auxiliary leaf springs unchanged, and the improvement effect of reducing the center of mass height on the vehicle's roll stability can be evaluated.

[0079] Furthermore, in step S6, a test field road test is conducted on the optimized whole vehicle and main and auxiliary leaf spring suspension system and the whole vehicle and main and auxiliary leaf spring suspension system before optimization, and the test driving data of the vehicle are collected. For the test field road test in step S6, the double lane change condition and the steady state turning condition also need to be carried out respectively, and different control groups (the original control group, the first control group and the second control group) are set the same as in the simulation experiment to conduct the test field road test and collect the driving data of the vehicle.

[0080] In some specific examples, the anti-roll optimization design method for the main and auxiliary leaf spring suspension system of the present invention can be specifically realized through the following process: S1. Establish a simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system: Create an accurate simulation model for subsequent detailed kinematic and dynamic analysis, determine the geometric parameters and material properties of each vehicle component (such as the stiffness curve of the leaf spring, the damping characteristics of the shock absorber, etc.), and construct a multi-body dynamics model of the whole vehicle and the main and auxiliary leaf spring suspension system.

[0081] S2. Obtain the dynamic response data of the vehicle under different working conditions through simulation analysis: Conduct simulations of the double lane change condition and the steady state turning condition respectively through simulation software, and calculate and record the roll gradient index (such as the relationship between the roll angle and the lateral acceleration) under different working conditions. The simulation results of the double lane change condition are as Figure 2 shown, and the simulation results of the steady state turning condition are as Figure 5 shown.

[0082] S3. Determine the main parameters to be adjusted according to the simulation results to improve the anti-roll performance of the vehicle: Analyze Figure 2 and Figure 5The roll gradient index shown preliminarily determines that the stiffness of the main and auxiliary leaf springs and the height of the vehicle's center of mass have a greater impact on handling and stability, and a preliminary optimization plan is formulated, such as increasing the stiffness of the auxiliary spring or reducing the height of the vehicle's center of mass.

[0083] S4. Make specific parameter adjustments to the preliminary optimization plan: There are two optimization plans. The first plan is to increase the leaf spring stiffness in the first control group. By increasing the stiffness of the auxiliary spring, the overall leaf spring stiffness is increased by 20%, and the vehicle's center of mass remains unchanged. The second plan is that the stiffness in the second control group remains unchanged, and the center of mass is reduced on the original basis by 40 mm. The test is carried out by adjusting the thickness of the bottom pad (the bottom pad is connected to the axle, and reducing the thickness or removing the pad can change the height of the vehicle's center of mass).

[0084] S5. Verify the effectiveness of the optimization plan to ensure that it can significantly improve the roll stability of the vehicle: Conduct simulation tests on the double lane change condition and the steady state turning condition for the plan before optimization and the plan after optimization respectively, and obtain Figure 2 the roll gradient curve of the original control group under the double lane change condition shown, Figure 3 the roll gradient curve of the first control group under the double lane change condition shown, Figure 4 the roll gradient curve of the second control group under the double lane change condition shown, Figure 5 the roll gradient curve of the original control group under the steady state turning condition shown, Figure 6 the roll gradient curve of the first control group under the steady state turning condition shown, Figure 7 the roll gradient curve of the second control group under the steady state turning condition shown. By comparing the roll gradient indexes (represented by the roll angle of the vehicle body for unit lateral acceleration) of the original control group, the first control group and the second control group under the double lane change condition and the steady state turning condition, it can be seen that after reducing the center of mass on the original basis, the roll gradient value can be effectively reduced, and the roll stability is improved by 15%; after increasing the leaf spring stiffness, by reasonably designing parameters such as the arc height to control the vehicle's center of mass unchanged, the test results show that the roll gradient value decreases and the stability is improved by 18%.

[0085] S6. Verify the accuracy of the simulation results through actual road tests and collect real data: Conduct multiple repeated tests at the test site and record the driving data of the vehicle under different working conditions (such as roll gradient, acceleration, steering angle, etc.).

[0086] S7. Verify the accuracy of the simulation model and adjust the optimization plan according to the actual test results: Use professional software to process and analyze the test data, and calculate the roll gradient index in the road test at the test site. Obtain Figure 8 the roll gradient curve of the original control group under the double lane change condition shown, Figure 9 the roll gradient curve of the first control group under the double lane change condition shown, Figure 10The roll gradient curve of the second control group under the double lane change condition shown, Figure 11 The original control group roll gradient curve under the steady state turning condition shown, Figure 12 The roll gradient curve of the first control group under the steady state turning condition shown, Figure 13 The roll gradient curve of the second control group under the steady state turning condition shown. The test results are compared with the results of the simulation model. The results show that the accuracy and reliability of the optimized design based on the simulation model are both accurate, and the roll resistance ability of the main and auxiliary leaf spring suspension system can be improved.

[0087] S8. According to the data feedback of the actual road test, further optimize and finally confirm the design parameters of the suspension system: Fine-tune key parameters such as the stiffness of the main and auxiliary leaf springs or the vehicle center of mass height according to the test results, confirm the final design parameters, and form a detailed technical document for subsequent production and application reference. Since in step S7, it is shown that the optimized design based on the simulation model has good reliability, no further optimization is carried out in this step.

[0088] S9. Provide users with detailed test data and analysis results so that they can independently verify and understand the actual effect of the optimization scheme: Organize the roll gradient index obtained in the test field road test into a report and provide it to users, provide a detailed description of the test scenario, so that users can reproduce these scenarios and verify the test results by themselves.

[0089] S10. Combine the actual use experience and subjective evaluation of users to further verify and optimize the design of the suspension system.

[0090] After final test confirmation, after reducing the center of mass on the original basis, the roll gradient value can be effectively reduced, and the roll stability is increased by 15%. However, the test found that it will reduce the clearance between the tire and the cargo box, thus increasing the risk of the tire rubbing against the cargo box. Therefore, this scheme of reducing the center of mass is not advisable. After increasing the leaf spring stiffness, by reasonably designing parameters such as the arc height to control the vehicle center of mass unchanged, the test results show that the roll gradient value decreases and the stability is increased by 18%. The optimized leaf spring is delivered to users for subjective evaluation, and the effect is good.

[0091] The present invention also provides a main and auxiliary leaf spring suspension system, which is optimized by using the anti-roll optimization design method of the main and auxiliary leaf spring suspension system in any of the above embodiments. It should be understood that, for the main and auxiliary leaf spring suspension system of this embodiment, since the anti-roll optimization design method of the main and auxiliary leaf spring suspension system is used for optimization design, by establishing an accurate vehicle dynamics model, the kinematic and dynamic characteristics of the vehicle system and the suspension system are simulated and analyzed, so as to provide guidance for the design. At the same time, through road tests on the test field, real vehicle response data can be obtained, the accuracy of the simulation results can be verified, and the design scheme can be further optimized. Finally, the test scheme is output to the user for verification in the real road scenario. Therefore, the main and auxiliary leaf spring suspension system of this embodiment uses simulation and test methods to optimize the main and auxiliary leaf springs, so as to improve the handling and stability performance of the whole vehicle.

[0092] On the other hand, the present invention also provides a mobile vehicle, which includes the main and auxiliary leaf spring suspension system in the above embodiment, or uses the anti-roll optimization design method of the main and auxiliary leaf spring suspension system in any of the above embodiments to optimize the main and auxiliary leaf spring suspension system. It can be understood that the anti-roll optimization design method of the main and auxiliary leaf spring suspension system of the present invention is applicable to optimizing the main and auxiliary leaf spring suspension systems of heavy-duty trucks (heavy-duty trucks that need to frequently make sharp turns or drive at high speeds, such as logistics transport vehicles, engineering vehicles), public transportation vehicles (public transportation vehicles such as urban buses, long-distance buses), or some special vehicles (fire trucks, ambulances, etc.). For heavy-duty trucks, by optimizing the suspension system, the anti-roll performance of the vehicle is improved, the driving safety and operation stability are enhanced, and at the same time, the comfort of drivers and passengers is improved. For public transportation vehicles, by optimizing the suspension system, the roll phenomenon of the vehicle during turning is reduced, and the sense of security and comfort of passengers are improved. For special vehicles, by optimizing the suspension system, the roll stability of the vehicle during emergency obstacle avoidance or high-speed driving is ensured, and the safety and efficiency of mission execution are guaranteed.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-roll optimization design method for a main and auxiliary leaf spring suspension system, characterized in that: include: Establish the simulation model of the vehicle and the main and auxiliary leaf spring suspension system; Based on the established simulation model of the vehicle and the main and auxiliary leaf spring suspension system, the kinematic and dynamic analysis of the vehicle and the main and auxiliary leaf spring suspension system is carried out using simulation software to calculate the roll gradient index under different working conditions; Based on the roll gradient index of the vehicle and the main and auxiliary leaf spring suspension system, determine the optimization direction of the structural parameters and performance parameters of the vehicle and the main and auxiliary leaf spring suspension system; Optimize the parameters of the vehicle and the main and auxiliary leaf spring suspension systems based on the optimization direction of the structural parameters and performance parameters of the vehicle and the main and auxiliary leaf spring suspension systems; A simulation model comparison test is carried out on the optimized whole vehicle and main and auxiliary leaf spring suspension system and the whole vehicle and main and auxiliary leaf spring suspension system before optimization to determine the anti-roll reliability of the optimized whole vehicle and main and auxiliary leaf spring suspension system.

2. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to claim 1, characterized in that: Also includes: Conducting road tests on the optimized vehicle and the main and auxiliary leaf spring suspension systems and the vehicle and the main and auxiliary leaf spring suspension systems before and after optimization, and collecting test driving data of the vehicles; Process and analyze the vehicle's test driving data to obtain the roll gradient index of the test field road test, and compare it with the simulation model comparison test results to verify the accuracy of the simulation model comparison test; Based on the roll gradient index of the road test in the proving ground, the design parameters of the vehicle and the main and secondary leaf spring suspension systems are further optimized and confirmed.

3. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to claim 2, characterized in that: Also includes: Output the roll gradient index of the proving ground road test to the user to verify the proving ground road test scenario; Based on the user's subjective evaluation, the anti-roll reliability of the vehicle and the main and auxiliary leaf spring suspension systems after further optimization is determined.

4. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to claim 2, characterized in that: The design parameters of the whole vehicle and the main and auxiliary leaf spring suspension systems are further optimized and confirmed based on the roll gradient index of the test field road test. The design parameters of the whole vehicle and the main and auxiliary leaf spring suspension systems include the main and auxiliary leaf spring stiffness and / or the center of gravity height of the whole vehicle.

5. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to any one of claims 1 to 4, characterized in that: The calculating of the roll gradient index under different working conditions includes: respectively calculating the roll gradient index under the double lane shifting working condition and the steady-state turning working condition.

6. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to any one of claims 1 to 4, characterized in that: The optimization direction of determining the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension systems includes: respectively determining the influence of the center of mass height of the whole vehicle and the main and auxiliary leaf spring stiffness of the main and auxiliary leaf spring suspension systems on the vehicle roll gradient index.

7. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to any one of claims 1 to 4, characterized in that: The parameter optimization of the whole vehicle and the main and auxiliary leaf spring suspension systems based on the optimization direction of the structural parameters and performance parameters of the whole vehicle and the main and auxiliary leaf spring suspension systems includes: Keep the center of mass height of the vehicle unchanged, and increase the stiffness of the main and auxiliary leaf spring suspension system by increasing the stiffness of the main and auxiliary leaf springs; or, Keep the stiffness of the main and auxiliary leaf spring suspension systems unchanged, and lower the center of gravity of the vehicle by lowering or removing the pads at the bottom of the axle.

8. The anti-roll optimization design method of the primary and secondary leaf spring suspension system according to any one of claims 1 to 4, characterized in that: The simulation model comparison test of the optimized vehicle and the main and auxiliary leaf spring suspension system and the vehicle and the main and auxiliary leaf spring suspension system before optimization includes: The simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system before optimization is used as the original control group, the simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system with increased stiffness of the main and auxiliary leaf spring suspension system is used as the first control group, and the simulation model of the whole vehicle and the main and auxiliary leaf spring suspension system with reduced center of mass height of the whole vehicle is used as the second control group; Simulation model tests are performed on the original control group, the first control group and the second control group respectively to obtain and compare the roll gradient indicators of the whole vehicle and the main and auxiliary leaf spring suspension systems, and to determine the anti-roll reliability of the optimized whole vehicle and the main and auxiliary leaf spring suspension systems.

9. A main and auxiliary leaf spring suspension system, characterized in that: The main and auxiliary leaf spring suspension systems are optimized by using the anti-roll optimization design method of the main and auxiliary leaf spring suspension systems described in any one of claims 1 to 8.

10. A mobile vehicle, characterized in that: The invention comprises the main and auxiliary leaf spring suspension system as described in claim 9, or uses the anti-roll optimization design method of the main and auxiliary leaf spring suspension system as described in any one of claims 1 to 8 to optimize the design of the main and auxiliary leaf spring suspension system.

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