Durable load decomposition method, system and equipment and computer readable storage medium

Abstract

The invention discloses a durable load decomposition method, system and device and a computer readable storage medium, and relates to the technical field of vehicles, and the method specifically comprises the steps that a lining unit between a vehicle body and the ground is constructed on a preset whole vehicle multi-body dynamic model corresponding to a target vehicle; respectively determining incomplete constraint stiffness values corresponding to X-axis rotation, Y-axis rotation and Z-axis translation based on a real-time roll angle parameter, a real-time pitch angle parameter and a real-time vertical displacement parameter corresponding to the target vehicle; based on the incomplete constraint rigidity value and complete constraint rigidity values corresponding to the X-axis translation, the Y-axis translation and the Z-axis rotation, rigidity setting is carried out on the bushing unit, so that a target whole vehicle multi-body dynamic model is obtained; and applying the real-time wheel center six-component force to the wheel center of a wheel in the target whole vehicle multi-body dynamic model, and operating the target whole vehicle multi-body dynamic model to obtain a durable load decomposition result of the target vehicle part. According to the invention, the convergence of the multi-body dynamic model is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a durable load decomposition method, system, device, and computer-readable storage medium. Background Art

[0002] As the automotive industry increases its requirements for vehicle fatigue durability, especially in the design of later-model vehicles, the prediction and optimization of vehicle fatigue life has become increasingly important. Currently, vehicle multi-body dynamics models and the acquisition of durable road surface signals are the core technologies for decomposing durability loads and optimizing component design.

[0003] However, the traditional test plan for the fatigue life of a whole vehicle is to formulate a road test plan for the test site and collect durable road surface signals from the actual vehicle test site, then establish and verify the multi-body dynamics model of the whole vehicle, and finally drive the multi-body dynamics model of the whole vehicle to perform durability load calculations; however, the convergence of the multi-body dynamics model in the existing technical methods is poor, which in turn leads to significant limitations on the improvement of fatigue calculation accuracy and efficiency; therefore, how to improve the convergence of the multi-body dynamics model to improve the accuracy and efficiency of durability load decomposition is an issue that needs to be urgently addressed. Summary of the Invention

[0004] The present application provides a durability load decomposition method, system, device and computer-readable storage medium, which can improve the convergence of multi-body dynamics models.

[0005] In a first aspect, an embodiment of the present application provides a durable load decomposition method, the durable load decomposition method comprising: Constructing a bushing unit between the vehicle body and the ground on a preset full-body multi-body dynamics model corresponding to the target vehicle; Based on the real-time roll angle parameter, real-time pitch angle parameter and real-time vertical displacement parameter corresponding to the target vehicle, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation are determined respectively; The stiffness of the bushing element is set based on the incomplete constraint stiffness value and the fully constrained stiffness values ​​corresponding to the X-axis translation, Y-axis translation, and Z-axis rotation to obtain the target vehicle multibody dynamics model; The real-time six-component wheel center force is applied to the wheel center of the wheel in the target vehicle multi-body dynamics model and the target vehicle multi-body dynamics model is run to obtain the durability load decomposition results of the target vehicle components.

[0006] In conjunction with the first aspect, in one embodiment, the real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value. Determining, based on the real-time roll angle parameter, the real-time pitch angle parameter, and the real-time vertical displacement parameter corresponding to the target vehicle, respectively, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation, includes: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

[0007] In combination with the first aspect, in one embodiment, determining the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum pitch angle and the minimum pitch angle includes: Determining endpoint values ​​of the first Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a first safety factor corresponding to the first Y-axis rotation interval to obtain a first target Y-axis rotation interval, and using a preset first stiffness value as a first target stiffness value for the first target Y-axis rotation interval; Determining endpoint values ​​of the second Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a second safety factor corresponding to the second Y-axis rotation interval to obtain a second target Y-axis rotation interval, and using the preset second stiffness value as the second target stiffness value for the second Y-axis rotation interval; Determining endpoint values ​​of a third Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a third safety factor corresponding to the third Y-axis rotation interval to obtain a third target Y-axis rotation interval, and using a preset third stiffness value as a third target stiffness value for the third Y-axis rotation interval; Among them, the first Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the first road condition, the second Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the second road condition, and the third Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as: first road condition, second road condition, third road condition; the first stiffness value, the second stiffness value and the third stiffness value are sorted from small to large as: first stiffness value, second stiffness value, third stiffness value.

[0008] In conjunction with the first aspect, in one embodiment, determining the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum roll angle and the minimum roll angle includes: Determining endpoint values ​​of the first X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a first safety factor corresponding to the first X-axis rotation range to obtain a first target X-axis rotation range, and using a preset fourth stiffness value as a fourth target stiffness value for the first X-axis rotation range; Determining endpoint values ​​of the second X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a second safety factor corresponding to the second X-axis rotation range to obtain a second target X-axis rotation range, and using a preset fifth stiffness value as a fifth target stiffness value for the second X-axis rotation range; Determining endpoint values ​​of the third X-axis rotation interval based on the maximum roll angle, the minimum roll angle, and a third safety factor corresponding to the third X-axis rotation interval to obtain a third target X-axis rotation interval, and using a preset sixth stiffness value as a sixth target stiffness value for the third X-axis rotation interval; Among them, the first X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the first road condition, the second X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the second road condition, and the third X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition, and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the fourth stiffness value, the fifth stiffness value, and the sixth stiffness value are sorted from small to large as follows: fourth stiffness value, fifth stiffness value, sixth stiffness value.

[0009] In combination with the first aspect, in one embodiment, determining the incomplete constraint stiffness value corresponding to the Z-axis translation based on the maximum vertical displacement and the minimum vertical displacement includes: Determining endpoint values ​​of the first Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a first safety factor corresponding to the first Z-axis translation interval to obtain a first target Z-axis translation interval, and using the preset seventh stiffness value as the seventh target stiffness value of the first Z-axis translation interval; Determining endpoint values ​​of the second Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a second safety factor corresponding to the second Z-axis translation interval to obtain a second target Z-axis translation interval, and using the preset eighth stiffness value as the eighth target stiffness value of the second Z-axis translation interval; Determining endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval, and using the preset ninth stiffness value as a ninth target stiffness value for the third Z-axis translation interval; Among them, the first Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the first road condition, the second Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the second road condition, and the third Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the seventh stiffness value, the eighth stiffness value and the ninth stiffness value are sorted from small to large as follows: seventh stiffness value, eighth stiffness value, ninth stiffness value.

[0010] In combination with the first aspect, in one embodiment, determining the endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval includes: Determining a first target endpoint value of a third Z-axis translation interval based on the maximum vertical displacement and a third safety factor; Determine the second target endpoint value of the third Z-axis translation interval based on the minimum vertical displacement and the third safety factor; A third target Z-axis translation interval is determined based on the first target endpoint value and the second target endpoint value, wherein the first target endpoint value is greater than the second target endpoint value.

[0011] In a second aspect, an embodiment of the present application provides a durable load decomposition system, the durable load decomposition system comprising: A first processing module is used to construct a bushing unit between the vehicle body and the ground on a preset vehicle multi-body dynamics model corresponding to the target vehicle; a second processing module for determining, based on the real-time roll angle parameter, real-time pitch angle parameter, and real-time vertical displacement parameter corresponding to the target vehicle, incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation, respectively; a third processing module, configured to set the stiffness of the bushing unit based on the incomplete constraint stiffness value and the complete constraint stiffness values ​​corresponding to the X-axis translation, the Y-axis translation, and the Z-axis rotation, so as to obtain a target vehicle multi-body dynamics model; The fourth processing module is used to apply the real-time six-component wheel center force to the wheel center of the wheel in the target vehicle multi-body dynamics model and run the target vehicle multi-body dynamics model to obtain the durability load decomposition result of the target vehicle component.

[0012] In conjunction with the second aspect, in one embodiment, the real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value, and the second processing module is specifically configured to: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

[0013] In a third aspect, an embodiment of the present application provides a durable load decomposition device, which includes a processor, a memory, and a durable load decomposition program stored in the memory and executable by the processor, wherein when the durable load decomposition program is executed by the processor, the steps of the durable load decomposition method described in any of the above items are implemented.

[0014] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a durable load decomposition program is stored, wherein when the durable load decomposition program is executed by a processor, the steps of the durable load decomposition method as described in any of the above items are implemented.

[0015] The beneficial effects of the technical solutions provided in the embodiments of the present application include: By constructing a bushing unit between the vehicle body and the ground on a preset full-body dynamics model corresponding to the target vehicle, the interaction between the vehicle body and the ground can be better simulated. Based on the real-time roll angle parameters, real-time pitch angle parameters, and real-time vertical displacement parameters corresponding to the target vehicle, the incompletely constrained stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation, and Z-axis translation are determined respectively. The stiffness of the bushing unit is set based on the incompletely constrained stiffness values ​​and the fully constrained stiffness values ​​corresponding to the X-axis translation, Y-axis translation, and Z-axis rotation. This helps to control the stiffness distribution of the vehicle under different working conditions, thereby enabling the model to more realistically reflect the dynamic characteristics of the vehicle under actual driving conditions during the simulation process, thereby obtaining a target full-body dynamics model with better convergence. The real-time six-component wheel center force is then applied to the wheel center of the target full-body dynamics model and the target full-body dynamics model is run to obtain the durability load decomposition results of the target vehicle components, thereby improving the accuracy and efficiency of the durability load decomposition. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a flow chart of an embodiment of the durability load decomposition method of the present application; Figure 2 This is a schematic diagram of the connection between the vehicle body and the bushing unit in an embodiment of the durability load decomposition method of the present application; Figure 3 A schematic diagram of a stiffness curve corresponding to Y-axis rotation in an embodiment of the durability load decomposition method of the present application; Figure 4 This is a functional module diagram of an embodiment of the durable load decomposition system of the present application; Figure 5 This is a schematic diagram of the hardware structure of the durable load decomposition equipment involved in the embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0018] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0019] In a first aspect, an embodiment of the present application provides a durability load decomposition method.

[0020] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the durable load decomposition method of this application. Figure 1 As shown in Figure 2, the durability load decomposition methods include: Step S10: Constructing a bushing unit between the vehicle body and the ground on a preset vehicle multi-body dynamics model corresponding to the target vehicle.

[0021] For example, in an embodiment of the present application, the target vehicle is a vehicle that requires vehicle durability load decomposition, and the preset vehicle multi-body dynamics model includes a front suspension system, a steering system, a rear suspension system, a body system, and a power system; wherein, the front suspension system and the rear suspension system need to establish a complete constraint (i.e., a fixed constraint) between the steering knuckle and the axle head to limit all degrees of freedom; the steering system needs to establish a fixed constraint between the steering wheel and the ground; the body system can be simplified as a rigid body, and the power system can be simplified as a mass block; the connection hard points, mass inertia, and elastic elements of each component in the preset vehicle multi-body dynamics model must be consistent with the actual vehicle state, but for metal parts with relatively large deformation, such as anti-roll bars, flexible bodies can be used instead. It should be understood that after constructing a preset vehicle multi-body dynamics model, the suspension KC (i.e., Kinematics Compliance, kinematic characteristics and smoothness characteristics) test can be compared with the simulation to continuously adjust the suspension parameters including suspension hard points, elastic element parameters, limit parameters, preload, etc., so as to achieve a close relationship between the suspension KC test simulation curve and the test curve, which can then be used for subsequent durability load extraction; among them, the principles and implementation process of the suspension KC test are common knowledge in the field and will not be repeated here for the sake of brevity.

[0022] It should be noted that if the real-time wheel center six-component force collected from the test is used to directly load the wheel center of the wheel in the model, the unbalanced force will cause the vehicle body to flip over or the model to be difficult to converge; therefore, the above problems can be avoided by establishing a bushing unit (i.e., bushing unit) between the vehicle body and the ground on the constructed and adjusted multi-body dynamics model of the whole vehicle; wherein, the bushing unit can define the linear stiffness in three directions (such as X-axis translation, Y-axis translation, and Z-axis translation) and the torsional stiffness in three directions (X-axis rotation, Y-axis rotation, and Z-axis rotation) between the two connecting bodies, thereby flexibly designing different constraint forms and constraint stiffnesses; the connection position of the bushing unit can be defined by three-dimensional geometric coordinates, refer to Figure 2 As shown, the connection of the bushing unit defined in the embodiment of the present application is located at the center of mass of the vehicle body.

[0023] Step S20: Based on the real-time roll angle parameter, real-time pitch angle parameter and real-time vertical displacement parameter corresponding to the target vehicle, respectively determine the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation.

[0024] Exemplarily, in an embodiment of the present application, the vehicle body angular acceleration signal includes the vehicle body pitch angular acceleration and the vehicle body roll angular acceleration. The vehicle body angular acceleration signal can be collected by a gyroscope placed at the center of mass of the vehicle body, and the vehicle body vertical acceleration signal can be collected by a unidirectional acceleration sensor placed at the center of mass of the vehicle body. Due to the influence of the collection equipment and the collection environment, the collected signal may be distorted, so the signal needs to be corrected and processed. The processing types include one or more of filtering, de-drifting, de-burring, and resampling to obtain more accurate vehicle body pitch angular acceleration, vehicle body roll angular acceleration, and vehicle body vertical acceleration after correction.

[0025] The real-time pitch angle at different times can be obtained by substituting the initial pitch velocity, initial pitch angle, and corrected pitch acceleration into the following calculation formula:

[0026] Where, is the initial pitch angular velocity; is the initial pitch angle, is the pitch acceleration at different moments after correction; is the real-time pitch angle at different moments; t is the preset duration; it should be noted that the specific values ​​of the initial pitch angle, initial pitch angular velocity and predicted duration can be determined according to actual needs and are not limited here. For example, the initial pitch angle and initial pitch angular velocity can preferably be 0; after obtaining the real-time pitch angle at different moments, a time domain curve graph of the pitch angle can be plotted to identify the real-time pitch angle parameters in the curve graph.

[0027] The real-time roll angle at different times can be obtained by substituting the initial roll velocity, initial roll angle, and corrected roll acceleration into the following calculation formula:

[0028] Where, is the corrected roll acceleration at different times; is the initial roll angular velocity; is the initial roll angle; is the real-time roll angle at different moments; it should be noted that the specific values ​​of the initial roll angle and the initial roll angular velocity can be determined according to actual needs and are not limited here. For example, the initial roll angle and the initial roll angular velocity can preferably be 0; after obtaining the real-time roll angle at different moments, a time domain curve graph of the roll angle can be plotted to identify the real-time roll angle parameter in the curve graph.

[0029] The real-time vertical displacement at different times can be obtained by substituting the initial vertical velocity, initial vertical displacement, and corrected vertical acceleration into the following calculation formula:

[0030] Where, is the corrected vertical acceleration at different times; is the initial vertical velocity; is the initial vertical displacement; is the real-time vertical displacement at different moments. It should be noted that the specific values ​​of the initial vertical velocity and the initial vertical displacement can be determined according to actual needs and are not limited here. For example, the initial vertical velocity and the initial vertical displacement can preferably be 0. After obtaining the real-time vertical displacement at different moments, a vertical displacement time domain curve graph can be plotted to identify the real-time vertical displacement parameters in the curve graph.

[0031] It should be noted that incomplete constraint means that the degrees of freedom of the vehicle body are not completely restricted, but are moderately constrained within a certain range to ensure that the amplitude of the vehicle body rotation or translation is reasonably controlled; the incomplete constraint stiffness value refers to the specific stiffness value of the vehicle body or bushing unit in a certain direction under incomplete constraint; specifically, the vehicle body includes degrees of freedom in 6 directions. When constructing the multi-body dynamics model of the target vehicle, since the vehicle body moves most obviously and mainly in the three directions of X-axis rotation, Y-axis rotation and Z-axis translation on the test site road surface, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation can be determined based on the real-time roll angle parameters, real-time pitch angle parameters and real-time vertical displacement parameters of the target vehicle at different times, thereby more accurately describing the overall motion and interaction of the vehicle.

[0032] Step S30: Setting the stiffness of the bushing unit based on the incomplete constraint stiffness value and the complete constraint stiffness value corresponding to the X-axis translation, Y-axis translation and Z-axis rotation to obtain the target vehicle multi-body dynamics model.

[0033] For example, in the embodiment of the present application, the fully constrained stiffness value refers to limiting the stiffness to infinity, which is used to describe the rigid constraints of the bushing unit or the vehicle body in these directions; specifically, after determining the incompletely constrained stiffness values ​​of the vehicle body's X-axis rotation, Y-axis rotation, and Z-axis translation, in order to ensure that the dynamic performance of the bushing unit in the multi-body system conforms to the actual working conditions, it is also necessary to introduce a fully constrained stiffness value, that is, to fully constrain the X-axis translation, Y-axis translation, and Z-axis rotation respectively; and then, through comprehensive consideration of the incompletely constrained stiffness value and the fully constrained stiffness value, the stiffness setting of the bushing unit in the six directions is realized, thereby constructing a target vehicle multi-body dynamics model with better convergence.

[0034] Step S40: applying the real-time six-component wheel center force to the wheel center of the wheel in the target vehicle multi-body dynamics model and running the target vehicle multi-body dynamics model to obtain the durability load decomposition results of the target vehicle components.

[0035] For example, in the embodiment of the present application, the six wheel center force components include vertical force, lateral force, longitudinal force, torque about the X-axis, torque about the Y-axis, and torque about the Z-axis. The vertical force represents the vertical contact force between the wheel and the ground, which mainly affects the degree of wheel pressure and tire deformation. The lateral force represents the lateral contact force of the wheel in the horizontal direction, which determines the steering response and stability of the vehicle. The longitudinal force represents the thrust or braking force of the wheel along the driving direction (longitudinal direction). The torque about the X-axis represents the torque about the lateral axis of the wheel, which affects the vehicle's handling and comfort. The torque about the Y-axis represents the torque about the longitudinal axis of the wheel, which affects the vehicle's traction or braking force distribution. The torque about the Z-axis represents the torque about the vertical axis of the wheel, which affects the wheel's stability and traction transmission. The real-time six wheel center force components can be collected by a six-component wheel center force sensor placed on the wheel rim. The endurance load decomposition result refers to the specific distribution of loads borne by various components of the vehicle under different working conditions obtained through simulation calculation.

[0036] Specifically, in the target vehicle multi-body dynamics model, the real-time six-component wheel center force can be applied to the wheel center position of the wheel, and then the target vehicle multi-body dynamics model can be run to simulate the response of each component of the vehicle during dynamic driving. Combined with the interaction between the real-time six-component wheel center force and vehicle components such as the wheel system, the durability load decomposition results of each component of the vehicle under different working conditions can be obtained through simulation calculations to help designers identify different stress areas, and then evaluate the durability performance of each component, thereby providing a scientific basis for optimizing vehicle design and improving the service life and reliability of components. The above process uses numerical integration methods and precise calculations of the vehicle multi-body dynamics model to fully analyze the stress conditions of each component, providing an important basis for fatigue analysis and structural optimization, thereby ensuring that the design of the target vehicle has higher reliability and durability. It should be noted that the principle and implementation process of obtaining the durability load decomposition results through simulation calculations are common knowledge in this field and will not be repeated here for the sake of brevity.

[0037] The present application constructs a bushing unit between the vehicle body and the ground on a preset whole-vehicle multi-body dynamics model corresponding to the target vehicle to better simulate the interaction between the vehicle body and the ground; based on the real-time roll angle parameters, real-time pitch angle parameters and real-time vertical displacement parameters corresponding to the target vehicle, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation are respectively determined; the stiffness of the bushing unit is set based on the incomplete constraint stiffness values ​​and the complete constraint stiffness values ​​corresponding to the X-axis translation, Y-axis translation and Z-axis rotation, which helps to control the stiffness distribution of the vehicle under different working conditions, thereby enabling the model to more realistically reflect the dynamic characteristics of the vehicle under actual driving conditions during the simulation process, thereby obtaining a target whole-vehicle multi-body dynamics model with better convergence; the real-time wheel center six-component force is then applied to the wheel center of the wheel in the target whole-vehicle multi-body dynamics model and the target whole-vehicle multi-body dynamics model is run to obtain the durability load decomposition results of the target vehicle components, thereby improving the accuracy and efficiency of the durability load decomposition.

[0038] Furthermore, in one embodiment, the real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value. The incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation are determined based on the real-time roll angle parameter, the real-time pitch angle parameter, and the real-time vertical displacement parameter corresponding to the target vehicle, respectively, including: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

[0039] For example, in the embodiment of the present application, the real-time roll angle parameters include a maximum roll angle and a minimum roll angle, the real-time pitch angle parameters include a maximum pitch angle and a minimum pitch angle, and the real-time vertical displacement parameters include a maximum vertical displacement and a minimum vertical displacement. It should be understood that changes in the pitch angle cause the vehicle body to rotate about the Y-axis, which can affect the vehicle's dynamic response and stability. By obtaining the maximum and minimum pitch angle values ​​from the pitch angle time-domain curve, the vehicle body's rotation range during the pitching process can be accurately determined. This allows for effective, incomplete constraint of the vehicle body's Y-axis rotation during vehicle travel based on the stiffness value corresponding to this rotation range, thereby preventing excessive rotation from adversely affecting vehicle handling, stability, and comfort, thereby improving the vehicle's overall performance.

[0040] It should be noted that changes in roll angle directly affect the vehicle's rotation about the X-axis. Therefore, by determining the maximum and minimum roll angles from the time-domain curve, the vehicle's X-axis rotation range under lateral force can be accurately assessed. This allows for partial constraint of the vehicle's X-axis rotation based on the stiffness values ​​corresponding to this range, thereby preventing excessive vehicle rotation under lateral force and ensuring excellent vehicle stability and comfort during driving. Furthermore, changes in vertical displacement directly affect the vehicle's translation about the Z-axis. Therefore, by determining the maximum and minimum vertical displacements from the time-domain curve, the vehicle's translation range under vertical force can be comprehensively assessed. This allows for partial constraint of the vehicle's Z-axis translation based on the stiffness values ​​corresponding to this range, thereby achieving appropriate control of the vehicle's translational amplitude and ensuring excellent vehicle comfort and stability under various driving conditions.

[0041] Furthermore, in one embodiment, determining the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum pitch angle and the minimum pitch angle includes: Determining endpoint values ​​of the first Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a first safety factor corresponding to the first Y-axis rotation interval to obtain a first target Y-axis rotation interval, and using a preset first stiffness value as a first target stiffness value for the first target Y-axis rotation interval; Determining endpoint values ​​of the second Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a second safety factor corresponding to the second Y-axis rotation interval to obtain a second target Y-axis rotation interval, and using the preset second stiffness value as the second target stiffness value for the second Y-axis rotation interval; Determining endpoint values ​​of a third Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a third safety factor corresponding to the third Y-axis rotation interval to obtain a third target Y-axis rotation interval, and using a preset third stiffness value as a third target stiffness value for the third Y-axis rotation interval; Among them, the first Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the first road condition, the second Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the second road condition, and the third Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as: first road condition, second road condition, third road condition; the first stiffness value, the second stiffness value and the third stiffness value are sorted from small to large as: first stiffness value, second stiffness value, third stiffness value.

[0042] Exemplarily, in an embodiment of the present application, the Y-axis rotation range refers to a rough range of movement of the Y-axis of the target vehicle during driving, and the target Y-axis rotation range refers to a precise range of movement of the Y-axis of the vehicle during driving determined in combination with real-time parameters, and is used to describe the rotation changes caused by the forward and backward tilting of the vehicle body during the pitch motion.

[0043] Road conditions refer to the different ground or road environments encountered by the target vehicle during driving, which will have different degrees of impact on the dynamic behavior of the vehicle. The complexity of the road conditions refers to the challenges and difficulties faced by the target vehicle when driving in different road environments; among them, the complexity of the first road condition, the second road condition, and the third road condition are ranked from small to large as follows: first road condition, second road condition, and third road condition.

[0044] Specifically, the first road condition refers to a flat, smooth road or a road surface under ideal conditions, where the vehicle is almost unaffected by external obstacles when traveling, and the vehicle is highly likely to travel under the first road condition. Therefore, in this embodiment, the interval corresponding to the first road condition is defined as a high-probability movement interval, and the high-probability movement interval corresponding to the target vehicle traveling under the first road condition is the first Y-axis rotation interval. The second road condition refers to a road environment with a certain degree of complexity, including slight bends, undulations, or small potholes, and the vehicle is less likely to travel under the second road condition. Therefore, in this embodiment, the interval corresponding to the second road condition is defined as a low-probability movement interval, and the low-probability movement interval corresponding to the target vehicle traveling under the second road condition is the second Y-axis rotation interval. The third road condition is the most complex road environment, including sharp bends, steep slopes, severe potholes, slippery roads, etc., and the vehicle is extremely unlikely to travel under the third road condition. Therefore, in this embodiment, the interval corresponding to the third road condition is defined as an extremely low-probability movement interval, and the extremely low-probability movement interval corresponding to the target vehicle traveling under the third road condition is the third Y-axis rotation interval.

[0045] It can be understood that the first safety factor, the second safety factor and the third safety factor are used to limit the movement range of the bushing unit or the vehicle body. The purpose of setting these three safety factors is to ensure that the movement of the bushing or the vehicle body does not exceed the set range (that is, to avoid exceeding the normal working range), thereby protecting the bushing and the vehicle body connected to it from damage. Among them, when the target vehicle moves in the first Y-axis rotation range, the load is lighter, the movement is relatively smooth, and the external force it is subjected to is smaller. Therefore, the first safety factor corresponding to the first Y-axis rotation range can be set smaller to ensure the normal operation of the vehicle under normal use conditions; when the target vehicle moves in the second Y-axis rotation range, it will face certain vibrations and impacts, and the load will be increased compared to normal conditions. Therefore, the second safety factor corresponding to the second Y-axis rotation range needs to be set slightly higher to ensure that the vehicle can still maintain good movement and safety under slightly complex road conditions; when the target vehicle moves in the third Y-axis rotation range, it may face greater vibrations and impacts, and the external force it is subjected to significantly increased. Therefore, the third safety factor corresponding to the third Y-axis rotation range needs to be set higher to ensure that the bushing and vehicle body can still be protected from damage under extreme conditions. It should be noted that the specific values ​​of the three safety factors only need to be arranged in ascending order: first safety factor, second safety factor, and third safety factor, and are not limited here. For example, the first safety factor can be preferably 0.95, the second safety factor can be preferably 1.05, and the third safety factor can be preferably 1.1.

[0046] It is worth noting that the safety factors involved in the subsequent embodiments have the same concept as the safety factors in this embodiment and the specific value setting method is the same. For the sake of brevity of description, they will not be repeated here.

[0047] It should be noted that the stiffness value is an important parameter that describes the ability of a material or structure to resist deformation under external forces. It is related to the material, shape, strength and driving conditions of the vehicle body. Among them, the first stiffness value, the second stiffness value and the third stiffness value are respectively used to characterize the stiffness of the Y-axis of the vehicle body in different motion ranges. For example, the first stiffness value represents the stiffness of the Y-axis of the vehicle body in the high-probability motion range. The deformation amplitude of the vehicle body in this range is small. The lower stiffness value can make the vehicle body have a certain flexibility to better absorb and buffer external impacts, thereby improving ride comfort and vehicle body toughness. The second stiffness value represents the stiffness of the Y-axis of the vehicle body in the low-probability motion range. The movement amplitude of the vehicle body in this range is slightly larger, so medium stiffness is required to maintain Maintain stability to prevent excessive deformation of the vehicle body that affects driving performance and safety; the third stiffness value represents the stiffness of the Y-axis of the vehicle body in the extremely low probability motion range. In this extreme case, the vehicle body needs to withstand greater impact force, so a higher stiffness is required to ensure that the vehicle body structure does not deform excessively, thereby helping to improve the vehicle body's compressive strength under extreme loads; the specific values ​​of these three stiffness values ​​only need to be sorted from small to large as: first stiffness value, second stiffness value, and third stiffness value, and there is no limitation here. For example, the first stiffness value k1 can preferably be 10N*mm / deg, the second stiffness value k2 can preferably be 100N*mm / deg, and the third stiffness value k3 can preferably be 10000N*mm / deg.

[0048] Specifically, refer to Figure 3 As shown, the maximum pitch angle can be Multiplying by the preset first safety factor yields the first Y-axis rotation range [ , the upper limit value of a] (i.e. the maximum value among the endpoint values) is a=0.95 , and by minimizing the pitch angle Multiplying this by the preset first safety factor yields the lower limit of the first Y-axis rotation range (i.e., the minimum value among the endpoint values) e=0.95 ,in, is a positive number, is a negative number; therefore, the rotation range of the vehicle body Y axis is limited to [0.95 , 0.95 ], that is, [0.95 , 0.95 ] is the first target Y-axis rotation interval; then, the preset first stiffness value is used as the first target stiffness value k1 of the interval.

[0049] By setting the maximum pitch angle Multiplying this by the preset second safety factor yields the upper limit of the second Y-axis rotation range, c=1.05. , and by minimizing the pitch angle Multiplying this by the preset second safety factor yields the lower limit of the second Y-axis rotation range g=1.05 , and then we can get the second target Y-axis rotation range [1.05 , 1.05 ], but this interval overlaps with the first target Y-axis rotation interval [0.95 , 0.95 ], after removing it, the rotation range of the vehicle body Y axis is limited to [0.95 , 1.05 ] and [1.05 , ], and the preset second stiffness value is used as the second target stiffness value k2 of this interval.

[0050] By setting the maximum pitch angle Multiplying this by the preset third safety factor yields the upper limit of the third Y-axis rotation range, d=1.1 , by minimizing the pitch angle Multiplying this by the preset third safety factor yields the lower limit of the third Y-axis translation range h=1.1 , we can get the third target Y-axis rotation range [1.1 , 1.1 ], but this interval overlaps with the first target Y-axis rotation interval and the second target Y-axis rotation interval [0.95 , 0.95 ], [0.95 , 1.05 ] and [1.05 , ], after removing the overlapping part, the rotation range of the vehicle body Y axis is limited to [ , ] and [1.1 , ], and the preset third stiffness value is used as the third target stiffness value k3 of the interval; in summary, the first target stiffness value, the second target stiffness value and the third target stiffness value are used as incomplete constraint stiffness values ​​corresponding to the Y-axis rotation.

[0051] Furthermore, in one embodiment, determining the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum roll angle and the minimum roll angle includes: Determining endpoint values ​​of the first X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a first safety factor corresponding to the first X-axis rotation range to obtain a first target X-axis rotation range, and using a preset fourth stiffness value as a fourth target stiffness value for the first X-axis rotation range; Determining endpoint values ​​of the second X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a second safety factor corresponding to the second X-axis rotation range to obtain a second target X-axis rotation range, and using a preset fifth stiffness value as a fifth target stiffness value for the second X-axis rotation range; Determining endpoint values ​​of the third X-axis rotation interval based on the maximum roll angle, the minimum roll angle, and a third safety factor corresponding to the third X-axis rotation interval to obtain a third target X-axis rotation interval, and using a preset sixth stiffness value as a sixth target stiffness value for the third X-axis rotation interval; Among them, the first X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the first road condition, the second X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the second road condition, and the third X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition, and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the fourth stiffness value, the fifth stiffness value, and the sixth stiffness value are sorted from small to large as follows: fourth stiffness value, fifth stiffness value, sixth stiffness value.

[0052] Exemplarily, in the embodiment of the present application, the X-axis rotation range refers to a rough range of movement of the X-axis of the target vehicle during driving, and the target X-axis rotation range refers to a precise range of movement of the X-axis of the vehicle during driving determined in combination with real-time parameters, and is used to describe the rotation change caused by the lateral tilt of the vehicle body during the roll motion.

[0053] It is worth noting that the various road conditions involved in this embodiment have the same concepts as the road conditions in the aforementioned Y-axis rotation embodiment and the specific value setting method is the same. For the sake of brevity of description, they will not be repeated here.

[0054] Specifically, the high-probability movement interval of the X-axis of the target vehicle when the target vehicle is traveling under the first road condition is the first X-axis rotation interval, the low-probability movement interval of the X-axis of the target vehicle when the target vehicle is traveling under the second road condition is the second X-axis rotation interval, and the extremely low-probability movement interval of the X-axis of the target vehicle when the target vehicle is traveling under the third road condition is the third X-axis rotation interval.

[0055] It should be noted that the fourth stiffness value, the fifth stiffness value and the sixth stiffness value are respectively used to characterize the stiffness of the X-axis of the vehicle body in different motion ranges. For example, the fourth stiffness value represents the stiffness of the X-axis of the vehicle body in the high-probability motion range. In this range, the deformation amplitude of the vehicle body is small. The lower stiffness value can make the vehicle body have a certain flexibility to better absorb and buffer external impacts, thereby improving ride comfort and vehicle body toughness; the fifth stiffness value represents the stiffness of the X-axis of the vehicle body in the low-probability motion range. In this range, the movement amplitude of the vehicle body is slightly larger, so medium stiffness is required to maintain stability to prevent excessive deformation of the vehicle body from affecting driving performance and safety; the sixth stiffness value This value represents the stiffness of the vehicle body's X-axis in the range of extremely low-probability motion. In such extreme situations, the vehicle body needs to withstand greater impact forces, so higher stiffness is required to prevent excessive deformation of the vehicle body structure, thereby helping to improve the vehicle body's compressive strength under extreme loads. The specific values ​​of the fourth, fifth, and sixth stiffness values ​​only need to be ranked from smallest to largest: fourth stiffness value, fifth stiffness value, and sixth stiffness value, and are not limited here. For example, the fourth stiffness value may preferably be 80 N*mm / deg, the fifth stiffness value may preferably be 800 N*mm / deg, and the sixth stiffness value may preferably be 80,000 N*mm / deg.

[0056] Specifically, the maximum roll angle can be Multiplying this by the preset first safety factor yields the upper limit of the first X-axis translation range, a1 = 0.95 , and by setting the minimum roll angle Multiplying this by the preset first safety factor yields the lower limit of the first X-axis rotation range, e1 = 0.95 ,in, is a positive number, is a negative number; therefore, the rotation range of the vehicle body X axis is limited to [0.95 , 0.95 ], that is, [0.95 , 0.95 ]The corresponding rotation interval is the first target X-axis rotation interval, and the preset fourth stiffness value is used as the fourth target stiffness value k4 of this interval.

[0057] The maximum roll angle can be set Multiplying this by the preset second safety factor yields the upper limit of the second X-axis rotation range c1 = 1.05 , and by setting the minimum roll angle Multiplying this by the preset second safety factor yields the lower limit of the second X-axis rotation range g1 = 1.05 , and then we can get the second target X-axis rotation range [1.05 , 1.05 ], but this interval overlaps with the first target X-axis rotation interval [0.95 , 0.95 ], after removing it, the rotation range of the vehicle body X axis is limited to [0.95 , 1.05 ] and [1.05 , 0.95 ], and the preset fifth stiffness value is used as the fifth target stiffness value k5 of the interval.

[0058] The maximum roll angle can be set Multiplying this by the preset third safety factor yields the upper limit of the third X-axis rotation range, d1 = 1.1 , by minimizing the roll angle Multiplying this by the preset third safety factor yields the lower limit of the third X-axis rotation range h1=1.1 , and then we can get the third target X-axis rotation range [1.1 , 1.1 ], but this interval overlaps with the first target X-axis rotation interval and the second target X-axis rotation interval [ , 0.95 ], [0.95 , ] and [1.05 , 0.95 ], after removing the overlapping part, the vehicle body X-axis rotation range is limited to [ , ] and [1.1 , ], and the preset sixth stiffness value is used as the sixth target stiffness value k6 of the interval; in summary, the fourth target stiffness value, the fifth target stiffness value and the sixth target stiffness value are used as incomplete constraint stiffness values ​​corresponding to the X-axis rotation.

[0059] Furthermore, in one embodiment, determining the incomplete constraint stiffness value corresponding to the Z-axis translation based on the maximum vertical displacement and the minimum vertical displacement includes: Determining endpoint values ​​of the first Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a first safety factor corresponding to the first Z-axis translation interval to obtain a first target Z-axis translation interval, and using the preset seventh stiffness value as the seventh target stiffness value of the first Z-axis translation interval; Determining endpoint values ​​of the second Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a second safety factor corresponding to the second Z-axis translation interval to obtain a second target Z-axis translation interval, and using the preset eighth stiffness value as the eighth target stiffness value of the second Z-axis translation interval; Determining endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval, and using the preset ninth stiffness value as a ninth target stiffness value for the third Z-axis translation interval; Among them, the first Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the first road condition, the second Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the second road condition, and the third Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the seventh stiffness value, the eighth stiffness value and the ninth stiffness value are sorted from small to large as follows: seventh stiffness value, eighth stiffness value, ninth stiffness value.

[0060] Exemplarily, in an embodiment of the present application, the Z-axis translation range refers to a rough range of movement of the Z-axis of the target vehicle's body during driving, and the target Z-axis translation range refers to a precise range of movement of the Z-axis of the body during driving determined in combination with real-time parameters, and it is used to accurately describe the translation characteristics of the body under the action of vertical force.

[0061] It is worth noting that the various road conditions involved in this embodiment have the same concepts as the road conditions in the aforementioned Y-axis rotation embodiment and the specific value setting method is the same. For the sake of brevity of description, they will not be repeated here.

[0062] Specifically, the high-probability motion interval of the Z axis of the target vehicle when the target vehicle is traveling under the first road condition is the first Z-axis translation interval, the low-probability motion interval of the Z axis of the target vehicle when the target vehicle is traveling under the second road condition is the second Z-axis translation interval, and the extremely low-probability motion interval of the Z axis of the target vehicle when the target vehicle is traveling under the third road condition is the third Z-axis translation interval.

[0063] It should be noted that the seventh stiffness value, the eighth stiffness value and the ninth stiffness value are respectively used to characterize the stiffness of the Z axis of the vehicle body in different motion ranges. For example, the seventh stiffness value represents the stiffness of the Z axis of the vehicle body in the high-probability motion range. In this range, the deformation amplitude of the vehicle body is small. The lower stiffness value can make the vehicle body have a certain flexibility to better absorb and cushion external impacts, thereby improving ride comfort and vehicle body toughness; the eighth stiffness value represents the stiffness of the Z axis of the vehicle body in the low-probability motion range. In this range, the movement amplitude of the vehicle body is slightly larger, so medium stiffness is required to maintain stability to prevent excessive deformation of the vehicle body from affecting driving performance and safety; the ninth stiffness value table It indicates the stiffness of the Z-axis of the vehicle body in the extremely low probability motion range. In this extreme case, the vehicle body needs to withstand a greater impact force, so a higher stiffness is required to ensure that the vehicle body structure does not deform excessively, thereby helping to improve the compressive resistance of the vehicle body under extreme loads; the specific values ​​of the seventh stiffness value, the eighth stiffness value and the ninth stiffness value only need to meet the order from small to large: the seventh stiffness value, the eighth stiffness value, the ninth stiffness value, and are not limited here. For example, the seventh stiffness value may preferably be 10N*mm / deg, the eighth stiffness value may preferably be 100N*mm / deg, and the ninth stiffness value may preferably be 40000N*mm / deg.

[0064] Specifically, the maximum vertical displacement can be Multiplying this by the preset first safety factor yields the upper limit of the first Z-axis translation range, a2 = 0.95. , and by taking the minimum vertical displacement Multiplying this by the preset first safety factor yields the lower limit of the first Z-axis translation range, e2 = 0.95 ,in, is a positive number, is a negative number; therefore, the translation range of the Z axis of the vehicle body is limited to [0.95 , 0.95 ], that is, [0.95 , 0.95 ] The corresponding translation interval is the first target Z-axis translation interval, and the preset seventh stiffness value is used as the seventh target stiffness value k7 of this interval.

[0065] The maximum vertical displacement can be Multiplying this by the preset second safety factor yields the upper limit of the second Z-axis translation range, c2 = 1.05 , and by taking the minimum vertical displacement Multiplying this by the preset second safety factor yields the lower limit of the second Z-axis translation range g2 = 1.05 , and then we can get the second target Z axis translation range [1.05 , 1.05 ], but this interval overlaps with the first target Z-axis translation interval [0.95 , 0.95 ], after removing it, the Z-axis translation range of the vehicle body is limited to [0.95 , 1.05 ] and [1.05 , 0.95 ], and the preset eighth stiffness is used as the eighth target stiffness value k8 of this interval.

[0066] It should be noted that the maximum and minimum vertical displacement values ​​provide the displacement range of the vehicle body under vertical forces. The preset third safety factor and ninth stiffness value are intended to provide reasonable safety assurance and optimization of vehicle body performance based on actual operating conditions, thereby preventing unsafe or unstable behavior when the vertical displacement exceeds the normal range. By comprehensively considering these parameters, the third target Z-axis translation range can be accurately determined, and the ninth target stiffness value can then be used to reasonably control the Z-axis translation of the vehicle body to ensure vehicle comfort, controllability, and safety during driving. In summary, the seventh, eighth, and ninth target stiffness values ​​are used as the incomplete constraint stiffness values ​​corresponding to Z-axis translation.

[0067] Furthermore, in one embodiment, determining the endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain the third target Z-axis translation interval includes: Determining a first target endpoint value of a third Z-axis translation interval based on the maximum vertical displacement and a third safety factor; Determine the second target endpoint value of the third Z-axis translation interval based on the minimum vertical displacement and the third safety factor; A third target Z-axis translation interval is determined based on the first target endpoint value and the second target endpoint value, wherein the first target endpoint value is greater than the second target endpoint value.

[0068] For example, in the embodiment of the present application, the first target endpoint value is the upper limit value of the third Z-axis translation interval, and the second target endpoint value is the lower limit value of the third Z-axis translation interval. Therefore, the first target endpoint value must be greater than the second target endpoint value. Specifically, the maximum vertical displacement can be obtained by Multiplying this by the preset third safety factor yields the upper limit of the third Z-axis translation range, d2 = 1.1 , by minimizing the vertical displacement Multiplying this by the preset third safety factor yields the lower limit of the third Z-axis translation range h2 = 1.1 , and then we can get the third target Z axis translation range [1.1 , 1.1 ], but this interval overlaps with the first target Z-axis translation interval and the second target Z-axis translation interval [ , 0.95 ], [0.95 , ] and [1.05 , ], after removing the overlapping part, the translation range of the vehicle body Z axis is limited to [ , ] and [1.1 , ], and the preset ninth stiffness value is used as the ninth target stiffness value k9 of the interval.

[0069] In a second aspect, an embodiment of the present application also provides a durable load decomposition system.

[0070] In one embodiment, referring to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the durable load decomposition system of this application. Figure 4 As shown, the durability load decomposition system includes: A first processing module is used to construct a bushing unit between the vehicle body and the ground on a preset vehicle multi-body dynamics model corresponding to the target vehicle; a second processing module for determining, based on the real-time roll angle parameter, real-time pitch angle parameter, and real-time vertical displacement parameter corresponding to the target vehicle, incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation, respectively; a third processing module, configured to set the stiffness of the bushing unit based on the incomplete constraint stiffness value and the complete constraint stiffness values ​​corresponding to the X-axis translation, the Y-axis translation, and the Z-axis rotation, so as to obtain a target vehicle multi-body dynamics model; The fourth processing module is used to apply the real-time six-component wheel center force to the wheel center of the wheel in the target vehicle multi-body dynamics model and run the target vehicle multi-body dynamics model to obtain the durability load decomposition result of the target vehicle component.

[0071] Furthermore, in one embodiment, the real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value, and the second processing module is specifically configured to: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

[0072] Furthermore, in one embodiment, the second processing module is further configured to: Determining endpoint values ​​of the first Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a first safety factor corresponding to the first Y-axis rotation interval to obtain a first target Y-axis rotation interval, and using a preset first stiffness value as a first target stiffness value for the first target Y-axis rotation interval; Determining endpoint values ​​of the second Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a second safety factor corresponding to the second Y-axis rotation interval to obtain a second target Y-axis rotation interval, and using the preset second stiffness value as the second target stiffness value for the second Y-axis rotation interval; Based on the maximum pitch angle, the minimum pitch angle and the third safety factor corresponding to the third Y-axis rotation interval, the endpoint values ​​of the third Y-axis rotation interval are determined to obtain the third target Y-axis rotation interval, and the preset third stiffness value is used as the third target stiffness value of the third Y-axis rotation interval; wherein, the first Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the first road condition, the second Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the second road condition, and the third Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as: first road condition, second road condition, third road condition; the first stiffness value, the second stiffness value and the third stiffness value are sorted from small to large as: first stiffness value, second stiffness value, third stiffness value.

[0073] Furthermore, in one embodiment, the second processing module is further configured to: Determining endpoint values ​​of the first X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a first safety factor corresponding to the first X-axis rotation range to obtain a first target X-axis rotation range, and using a preset fourth stiffness value as a fourth target stiffness value for the first X-axis rotation range; Determining endpoint values ​​of the second X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a second safety factor corresponding to the second X-axis rotation range to obtain a second target X-axis rotation range, and using a preset fifth stiffness value as a fifth target stiffness value for the second X-axis rotation range; Determining endpoint values ​​of the third X-axis rotation interval based on the maximum roll angle, the minimum roll angle, and a third safety factor corresponding to the third X-axis rotation interval to obtain a third target X-axis rotation interval, and using a preset sixth stiffness value as a sixth target stiffness value for the third X-axis rotation interval; Among them, the first X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the first road condition, the second X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the second road condition, and the third X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition, and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the fourth stiffness value, the fifth stiffness value, and the sixth stiffness value are sorted from small to large as follows: fourth stiffness value, fifth stiffness value, sixth stiffness value.

[0074] Furthermore, in one embodiment, the second processing module is further configured to: Determining endpoint values ​​of the first Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a first safety factor corresponding to the first Z-axis translation interval to obtain a first target Z-axis translation interval, and using the preset seventh stiffness value as the seventh target stiffness value of the first Z-axis translation interval; Determining endpoint values ​​of the second Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a second safety factor corresponding to the second Z-axis translation interval to obtain a second target Z-axis translation interval, and using the preset eighth stiffness value as the eighth target stiffness value of the second Z-axis translation interval; Determining endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval, and using the preset ninth stiffness value as a ninth target stiffness value for the third Z-axis translation interval; Among them, the first Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the first road condition, the second Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the second road condition, and the third Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the seventh stiffness value, the eighth stiffness value and the ninth stiffness value are sorted from small to large as follows: seventh stiffness value, eighth stiffness value, ninth stiffness value.

[0075] Furthermore, in one embodiment, the second processing module is further configured to: Determining a first target endpoint value of a third Z-axis translation interval based on the maximum vertical displacement and a third safety factor; Determine the second target endpoint value of the third Z-axis translation interval based on the minimum vertical displacement and the third safety factor; A third target Z-axis translation interval is determined based on the first target endpoint value and the second target endpoint value, wherein the first target endpoint value is greater than the second target endpoint value.

[0076] The present application constructs a bushing unit between the vehicle body and the ground on a preset whole-vehicle multi-body dynamics model corresponding to the target vehicle to better simulate the interaction between the vehicle body and the ground; based on the real-time roll angle parameters, real-time pitch angle parameters and real-time vertical displacement parameters corresponding to the target vehicle, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation are respectively determined; the stiffness of the bushing unit is set based on the incomplete constraint stiffness values ​​and the complete constraint stiffness values ​​corresponding to the X-axis translation, Y-axis translation and Z-axis rotation, which helps to control the stiffness distribution of the vehicle under different working conditions, thereby enabling the model to more realistically reflect the dynamic characteristics of the vehicle under actual driving conditions during the simulation process, thereby obtaining a target whole-vehicle multi-body dynamics model with better convergence; the real-time wheel center six-component force is then applied to the wheel center of the wheel in the target whole-vehicle multi-body dynamics model and the target whole-vehicle multi-body dynamics model is run to obtain the durability load decomposition results of the target vehicle components, thereby improving the accuracy and efficiency of the durability load decomposition.

[0077] Among them, the functional implementation of each module in the above-mentioned durable load decomposition system corresponds to the various steps in the above-mentioned durable load decomposition method embodiment, and their functions and implementation processes will not be repeated here one by one.

[0078] In a third aspect, an embodiment of the present application provides a durable load decomposition device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0079] Reference Figure 5 , Figure 5 FIG1 is a schematic diagram of the hardware structure of the durable load decomposition device involved in the embodiment of the present application. In the embodiment of the present application, the durable load decomposition device may include a processor, a memory, a communication interface, and a communication bus.

[0080] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0081] Communication interfaces include input / output (I / O), physical, and logical interfaces, which interconnect components within the durable load decomposition device and connect it to other devices (such as other computing devices or user equipment). Physical interfaces can include Ethernet, fiber, and ATM interfaces; user equipment can include displays and keyboards.

[0082] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0083] The processor may be a general-purpose processor that can invoke a durable load decomposition program stored in a memory and execute the durable load decomposition method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The methods executed when the durable load decomposition program is invoked can be referenced in the various embodiments of the durable load decomposition method of the present application and will not be further described here.

[0084] Those skilled in the art will understand that Figure 5 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0085] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0086] The readable storage medium of the present application stores a durable load decomposition program, wherein when the durable load decomposition program is executed by a processor, the steps of the durable load decomposition method described above are implemented.

[0087] Among them, the method implemented when the durable load decomposition program is executed can refer to the various embodiments of the durable load decomposition method of the present application, and will not be repeated here.

[0088] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0089] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0090] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0091] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0092] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0093] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0094] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A durability load decomposition method, characterized in that: The durability load decomposition method includes: Constructing a bushing unit between the vehicle body and the ground on a preset full-body multi-body dynamics model corresponding to the target vehicle; Based on the real-time roll angle parameter, real-time pitch angle parameter and real-time vertical displacement parameter corresponding to the target vehicle, the incomplete constraint stiffness values ​​corresponding to the X-axis rotation, Y-axis rotation and Z-axis translation are determined respectively; The stiffness of the bushing element is set based on the incomplete constraint stiffness value and the fully constrained stiffness values ​​corresponding to the X-axis translation, Y-axis translation, and Z-axis rotation to obtain the target vehicle multibody dynamics model; The real-time six-component wheel center force is applied to the wheel center of the wheel in the target vehicle multi-body dynamics model and the target vehicle multi-body dynamics model is run to obtain the durability load decomposition results of the target vehicle components.

2. The durability load decomposition method according to claim 1, characterized in that: The real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value. The incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation are determined based on the real-time roll angle parameter, the real-time pitch angle parameter, and the real-time vertical displacement parameter corresponding to the target vehicle, respectively, including: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

3. The durability load decomposition method according to claim 2, wherein: The determining of the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum pitch angle value and the minimum pitch angle value includes: Determining endpoint values ​​of the first Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a first safety factor corresponding to the first Y-axis rotation interval to obtain a first target Y-axis rotation interval, and using a preset first stiffness value as a first target stiffness value for the first target Y-axis rotation interval; Determining endpoint values ​​of the second Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a second safety factor corresponding to the second Y-axis rotation interval to obtain a second target Y-axis rotation interval, and using the preset second stiffness value as the second target stiffness value for the second Y-axis rotation interval; Determining endpoint values ​​of a third Y-axis rotation interval based on the maximum pitch angle, the minimum pitch angle, and a third safety factor corresponding to the third Y-axis rotation interval to obtain a third target Y-axis rotation interval, and using a preset third stiffness value as a third target stiffness value for the third Y-axis rotation interval; Among them, the first Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the first road condition, the second Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the second road condition, and the third Y-axis rotation interval is the interval in which the Y-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as: first road condition, second road condition, third road condition; the first stiffness value, the second stiffness value and the third stiffness value are sorted from small to large as: first stiffness value, second stiffness value, third stiffness value.

4. The durability load decomposition method according to claim 2, wherein: The determining of the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum roll angle and the minimum roll angle includes: Determining endpoint values ​​of the first X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a first safety factor corresponding to the first X-axis rotation range to obtain a first target X-axis rotation range, and using a preset fourth stiffness value as a fourth target stiffness value for the first X-axis rotation range; Determining endpoint values ​​of the second X-axis rotation range based on the maximum roll angle, the minimum roll angle, and a second safety factor corresponding to the second X-axis rotation range to obtain a second target X-axis rotation range, and using a preset fifth stiffness value as a fifth target stiffness value for the second X-axis rotation range; Determining endpoint values ​​of the third X-axis rotation interval based on the maximum roll angle, the minimum roll angle, and a third safety factor corresponding to the third X-axis rotation interval to obtain a third target X-axis rotation interval, and using a preset sixth stiffness value as a sixth target stiffness value for the third X-axis rotation interval; Among them, the first X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the first road condition, the second X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the second road condition, and the third X-axis rotation interval is the interval in which the X-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition, and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the fourth stiffness value, the fifth stiffness value, and the sixth stiffness value are sorted from small to large as follows: fourth stiffness value, fifth stiffness value, sixth stiffness value.

5. The durability load decomposition method according to claim 2, wherein: The determining of the incomplete constraint stiffness value corresponding to the Z-axis translation based on the maximum vertical displacement and the minimum vertical displacement includes: Determining endpoint values ​​of the first Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a first safety factor corresponding to the first Z-axis translation interval to obtain a first target Z-axis translation interval, and using the preset seventh stiffness value as the seventh target stiffness value of the first Z-axis translation interval; Determining endpoint values ​​of the second Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a second safety factor corresponding to the second Z-axis translation interval to obtain a second target Z-axis translation interval, and using the preset eighth stiffness value as the eighth target stiffness value of the second Z-axis translation interval; Determining endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval, and using the preset ninth stiffness value as a ninth target stiffness value for the third Z-axis translation interval; Among them, the first Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the first road condition, the second Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the second road condition, and the third Z-axis translation interval is the interval in which the Z-axis of the vehicle body rotates under the third road condition. The complexity of the first road condition, the second road condition and the third road condition are sorted from small to large as follows: first road condition, second road condition, third road condition; the seventh stiffness value, the eighth stiffness value and the ninth stiffness value are sorted from small to large as follows: seventh stiffness value, eighth stiffness value, ninth stiffness value.

6. The durability load decomposition method according to claim 5, characterized in that: Determining the endpoint values ​​of the third Z-axis translation interval based on the maximum vertical displacement, the minimum vertical displacement, and a third safety factor corresponding to the third Z-axis translation interval to obtain a third target Z-axis translation interval includes: Determining a first target endpoint value of a third Z-axis translation interval based on the maximum vertical displacement and a third safety factor; Determine the second target endpoint value of the third Z-axis translation interval based on the minimum vertical displacement and the third safety factor; A third target Z-axis translation interval is determined based on the first target endpoint value and the second target endpoint value, wherein the first target endpoint value is greater than the second target endpoint value.

7. A durable load decomposition system, characterized in that: The durable load decomposition system includes: A first processing module is used to construct a bushing unit between the vehicle body and the ground on a preset vehicle multi-body dynamics model corresponding to the target vehicle; a second processing module for determining, based on the real-time roll angle parameter, real-time pitch angle parameter, and real-time vertical displacement parameter corresponding to the target vehicle, incomplete constraint stiffness values ​​corresponding to the X-axis rotation, the Y-axis rotation, and the Z-axis translation, respectively; a third processing module, configured to set the stiffness of the bushing unit based on the incomplete constraint stiffness value and the complete constraint stiffness values ​​corresponding to the X-axis translation, the Y-axis translation, and the Z-axis rotation, so as to obtain a target vehicle multi-body dynamics model; The fourth processing module is used to apply the real-time six-component wheel center force to the wheel center of the wheel in the target vehicle multi-body dynamics model and run the target vehicle multi-body dynamics model to obtain the durability load decomposition result of the target vehicle component.

8. The durable load decomposition system according to claim 7, wherein: The real-time roll angle parameter includes a maximum roll angle value and a minimum roll angle value, the real-time pitch angle parameter includes a maximum pitch angle value and a minimum pitch angle value, and the real-time vertical displacement parameter includes a maximum vertical displacement value and a minimum vertical displacement value. The second processing module is specifically configured to: Determine the incomplete constraint stiffness value corresponding to the Y-axis rotation based on the maximum and minimum pitch angles; Determine the incomplete constraint stiffness value corresponding to the X-axis rotation based on the maximum and minimum roll angles; The incomplete constraint stiffness value corresponding to the Z-axis translation is determined based on the maximum vertical displacement and the minimum vertical displacement.

9. A durable load decomposition device, characterized in that: The durable load decomposition device includes a processor, a memory, and a durable load decomposition program stored in the memory and executable by the processor, wherein when the durable load decomposition program is executed by the processor, the steps of the durable load decomposition method according to any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a durable load decomposition program, wherein when the durable load decomposition program is executed by a processor, the steps of the durable load decomposition method according to any one of claims 1 to 6 are implemented.

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