Finished vehicle virtual iteration method, system and equipment including semi-active suspension control

Abstract

The invention relates to the technical field of vehicles, in particular to a whole vehicle virtual iteration method, system and device with semi-active suspension control, and the method comprises the steps: constructing a whole vehicle model with a semi-active suspension, and calculating the transfer function of the whole vehicle model in different driving modes; acquiring load spectrums and shock absorber current values of the real vehicle in different vehicle driving modes, and loading the load spectrums and the shock absorber current values to the whole vehicle model to obtain model files in different driving modes; and performing virtual iterative calculation on the model file, the transfer function and the load spectrum data to obtain pseudo damage values of the three-way force of the wheel center in different driving modes. Therefore, the problem that the simulation calculation result is inaccurate due to the fact that the damping characteristics of the shock absorber under different shock absorber current values are not considered in a traditional virtual iteration method and the real motion state of the vehicle is difficult to reproduce is solved, a load spectrum with higher precision is provided for the vehicle applying semi-active suspension control, and the simulation calculation result is more accurate. And supporting a part rack endurance test.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, system, and device for virtual iteration of a vehicle including semi-active suspension control. Background Technology

[0002] In recent years, with the continuous development of automotive technology, active / semi-active suspension has been increasingly widely used in high-end models to balance vehicle smoothness and handling performance under various operating conditions and improve the driving experience. Unlike traditional passive suspension, in a semi-active chassis system, the suspension relies on the onboard control system to control the vertical movement of the wheels relative to the vehicle body. This change makes the force state of actively / semi-active controlled vehicles significantly different from that of traditional vehicles, and the loads on typical chassis structures such as shock absorbers and springs are also completely different. During vehicle development, virtual simulation technology is crucial for accurately reflecting vehicle performance, especially in acquiring the force state of the shock absorbers and the motion posture of the vehicle body. However, existing traditional virtual iterative methods have significant shortcomings and cannot meet the new technological demands.

[0003] Existing traditional virtual iterative methods, when applied to vehicles equipped with semi-active suspension control, fail to accurately reproduce the vehicle's true motion state because they do not consider the differences in damper damping characteristics under different damper current values. This results in the inability to provide a high-precision load spectrum when developing the overall vehicle durability performance of vehicles using semi-active suspension control, thus failing to effectively support component bench durability testing and impacting the quality and efficiency of vehicle development. Summary of the Invention

[0004] This application provides a whole vehicle virtual iteration method, system, and device including semi-active suspension control to solve the problem that traditional virtual iteration methods do not consider the different damping characteristics of the dampers under different damper current values, making it difficult to reproduce the real motion state of the vehicle and resulting in inaccurate simulation calculation results.

[0005] The first aspect of this application provides a virtual iterative method for a vehicle including semi-active suspension control, comprising the following steps: constructing a vehicle model including semi-active suspension, and calculating the transfer function of the vehicle model under different driving modes; collecting the load spectrum and damper current value of the real vehicle under different vehicle driving modes, and loading the load spectrum and damper current value into the vehicle model to obtain model files under different driving modes, wherein the model files include load spectrum data; The model file, the transfer function, and the load spectrum data are used to perform virtual iterative calculations to obtain pseudo-damage values ​​of the triaxial forces at the wheel center under different driving modes.

[0006] Optionally, when performing virtual iterative calculations on the model file, the transfer function, and the load spectrum data to obtain the pseudo-damage values ​​of the wheel-center triaxial force under different driving modes, the calculation includes: calculating the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle; if the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle is less than a preset value, then the virtual iteration is stopped; otherwise, the virtual iteration continues until the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal is less than the preset value.

[0007] Optionally, constructing a vehicle model including a semi-active suspension includes: establishing a first current-damping force curve for the speed, current, and damping force of the left shock absorber, and establishing a second current-damping force curve for the speed, current, and damping force of the right shock absorber; calculating the current damping force of the left shock absorber and the current damping force of the right shock absorber using an interpolation function based on the first and second current-damping force curves, and updating the current damping force of the left and right shock absorbers to the initial suspension vehicle model to obtain the vehicle model including the semi-active suspension.

[0008] Optionally, before updating the damping force at the current moment to the initial passive suspension vehicle model, the process includes: using Adams software to establish an initial suspension vehicle model containing the front and rear suspensions based on information about hard points, bushing stiffness, spring stiffness, component center of mass, component mass, and moment of inertia from a preset parameter table.

[0009] A second aspect of this application provides a semi-active suspension vehicle virtual iteration system, comprising: a calculation module for constructing a vehicle model including a semi-active suspension and calculating the transfer function of the vehicle model under different driving modes; a loading module for collecting load spectra and damper current values ​​of a real vehicle under different driving modes, and loading the load spectra and damper current values ​​into the vehicle model to obtain model files under different driving modes, the model files including load spectrum data; and an iterative calculation module for performing virtual iterative calculations on the model files, the transfer function, and the load spectrum data to obtain pseudo-damage values ​​of the wheel center triaxial forces under different driving modes.

[0010] Optionally, when performing virtual iterative calculations on the model file, the transfer function, and the load spectrum data to obtain pseudo-damage values ​​of the wheel-center triaxial force under different driving modes, the iterative calculation module is further configured to: calculate the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle; if the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle is less than a preset value, then the virtual iteration is stopped; otherwise, the virtual iteration continues until the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal is less than a preset value.

[0011] Optionally, the calculation module is further configured to: establish a first current-damping force curve of speed, current and damping force of the left shock absorber, and establish a second current-damping force curve of speed, current and damping force of the right shock absorber; calculate the damping force of the left shock absorber and the damping force of the right shock absorber at the current moment using an interpolation function based on the first current-damping force curve and the second current-damping force curve, and update the damping force of the left shock absorber and the damping force of the right shock absorber at the current moment to the initial suspension vehicle model, thereby obtaining the vehicle model containing the semi-active suspension.

[0012] Optionally, before updating the damping force at the current moment to the initial passive suspension vehicle model, the calculation module is further configured to: establish an initial suspension vehicle model including the front suspension and the rear suspension using Adams software based on the information on hard points, bushing stiffness, spring stiffness, part center of mass, part mass and moment of inertia in a preset parameter table.

[0013] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the whole vehicle virtual iteration method including semi-active suspension control as described in the above embodiments.

[0014] A fourth aspect of this application provides a computer program product having a computer program stored thereon, which is executed by a processor to implement the whole vehicle virtual iteration method including semi-active suspension control as described in the above embodiments.

[0015] In the above implementation, a vehicle model including a semi-active suspension is constructed, and the transfer function of the vehicle model under different driving modes is calculated. Load spectra and damper current values ​​of the actual vehicle under different driving modes are collected, and these values ​​are loaded into the vehicle model to obtain model files for different driving modes. The model files, transfer functions, and load spectrum data are then used for virtual iterative calculation to obtain pseudo-damage values ​​of the wheel-center triaxial forces under different driving modes. This solves the problem that traditional virtual iterative methods do not consider the different damper damping characteristics under different damper current values, making it difficult to reproduce the true motion state of the vehicle and resulting in inaccurate simulation results. For vehicles using semi-active suspension control, this provides a more accurate load spectrum for the development of vehicle durability performance and supports bench durability testing of components.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a vehicle virtual iteration method including semi-active suspension control provided according to an embodiment of this application; Figure 2 This is a schematic diagram of an initial suspension vehicle virtual iterative model according to an embodiment of this application; Figure 3 This is a schematic diagram of the vibration damper characteristic curves under different current values ​​according to an embodiment of this application; Figure 4 This is a schematic diagram illustrating the creation of variables according to an embodiment of this application; Figure 5 This is a schematic diagram illustrating the creation of a 3D curve according to an embodiment of this application; Figure 6 This is a schematic diagram illustrating the establishment of the damper force according to one embodiment of this application; Figure 7 This is a flowchart of a vehicle virtual iteration method including semi-active suspension control according to an embodiment of this application; Figure 8 This is an example diagram of a semi-active suspension vehicle virtual iteration system according to an embodiment of this application; Figure 9 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0019] The following description, with reference to the accompanying drawings, describes a vehicle virtual iteration method, system, and device incorporating semi-active suspension control according to embodiments of this application. Addressing the problem mentioned in the background art that traditional virtual iteration methods do not consider the different damping characteristics of shock absorbers under different shock absorber current values, making it difficult to reproduce the true motion state of the vehicle and resulting in inaccurate simulation calculation results, this application provides a vehicle virtual iteration method incorporating semi-active suspension control. In this method, a vehicle model incorporating semi-active suspension is constructed, and the transfer function of the vehicle model under different driving modes is calculated; load spectra and shock absorber current values ​​of the actual vehicle under different driving modes are collected, and the load spectra and shock absorber current values ​​are loaded into the vehicle model to obtain model files for different driving modes; the model files, transfer functions, and load spectrum data are used for virtual iterative calculation to obtain pseudo-damage values ​​of the three-dimensional forces at the wheel center under different driving modes. This solves the problem that traditional virtual iterative methods do not consider the different damping characteristics of dampers under different damper current values, making it difficult to reproduce the real motion state of the vehicle and resulting in inaccurate simulation calculation results. For vehicles using semi-active suspension control, it provides a higher precision load spectrum for the development of the overall vehicle durability performance and supports the bench durability test of components.

[0020] Specifically, Figure 1 This is a flowchart illustrating a virtual iteration method for a vehicle including semi-active suspension control, provided in an embodiment of this application.

[0021] like Figure 1 As shown, the whole vehicle virtual iteration method including semi-active suspension control includes the following steps: In step S101, a vehicle model including a semi-active suspension is constructed, and the transfer function of the vehicle model under different driving modes is calculated.

[0022] Optionally, in some embodiments, constructing a vehicle model including a semi-active suspension includes: establishing a first current-damping force curve for the speed, current, and damping force of the left shock absorber, and establishing a second current-damping force curve for the speed, current, and damping force of the right shock absorber; calculating the current damping force of the left shock absorber and the current damping force of the right shock absorber using an interpolation function based on the first and second current-damping force curves, and updating the current damping force of the left and right shock absorbers to the initial suspension vehicle model to obtain a vehicle model including a semi-active suspension.

[0023] Optionally, in some embodiments, before updating the damping force at the current moment to the initial passive suspension vehicle model, the process includes: using Adams software to establish an initial suspension vehicle model including the front suspension and the rear suspension based on information on hard points, bushing stiffness, spring stiffness, component center of mass, component mass, and moment of inertia from a preset parameter table.

[0024] In step S102, the load spectrum and damper current value of the actual vehicle under different vehicle driving modes are collected, and the load spectrum and damper current value are loaded into the whole vehicle model to obtain model files under different driving modes. The model files include load spectrum data.

[0025] In step S103, the model file, transfer function and load spectrum data are used to perform virtual iterative calculations to obtain the pseudo-damage values ​​of the three-dimensional forces at the wheel center under different driving modes.

[0026] Optionally, in some embodiments, when performing virtual iterative calculations on the model file, transfer function, and load spectrum data to obtain the pseudo-damage values ​​of the wheel-center triaxial force under different driving modes, the process includes: calculating the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle; if the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle is less than a preset value, then the virtual iteration is stopped; otherwise, the virtual iteration continues until the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal is less than the preset value.

[0027] Specifically, based on information such as hard points, bushing stiffness, spring stiffness, component center of mass, component mass, and moment of inertia from the parameter table, an initial suspension vehicle model including the front and rear suspensions is established using Adams software, such as... Figure 2 As shown.

[0028] Semi-active suspension controls the damping force of the shock absorbers via electrical current. The shock absorber characteristics differ under different current values ​​(typically 0~1.6A), such as... Figure 3 As shown.

[0029] Therefore, the front and rear suspension models were modified to recognize the current value and match the shock absorber characteristic curve.

[0030] The specific method is as follows (taking the front suspension as an example; the modeling method for the rear suspension is the same as that for the front suspension): (1) Create two variables named Variable in the Actuator module of Adams Car, corresponding to the left and right shock absorbers respectively, and set Function=0, such as Figure 4 As shown.

[0031] (2) Create two curve splines in the Data Elements module of Adams Car and name them, such as Figure 5 As shown, select 3D as the type and enter the Z column. Figure 3 The input field is the current value. The X column is the speed of the damper, and the Y column is the damping force of the damper under different currents. Specifically, the first current-damping force curve of the speed, current and damping force of the left damper is established, and the second current-damping force curve of the speed, current and damping force of the right damper is established.

[0032] (3) Based on the first current damping force curve and the second current damping force curve, the damping force of the left damper and the damping force of the right damper at the current moment are calculated using an interpolation function. The damping forces of the left and right dampers at the current moment are then updated in the initial suspension vehicle model to obtain the vehicle model containing the semi-active suspension. Switch to Adams View, create two Single Component Forces for the vibration damper and name them, corresponding to the left and right vibration dampers respectively. Figure 6 In this context, the Action Body represents the upper sliding column of the shock absorber, the Reaction Body represents the lower sliding column, and the Function is the interpolation function AKISPL(VR(marker i,maker j),varval(Variable),Spline), where marker i and maker j are the upper and lower sliding column markers of the shock absorber, respectively; Variable is... Figure 4 The created variable is referenced using the varval function to read the current value of the shock absorber; Spline is... Figure 5 The first current damping force curve of the left damper and the second current damping force curve of the right damper are established. Based on the damper current and damper speed under the current state, the damping force of the left damper and the damping force of the right damper at this moment are calculated by linear interpolation. (4) Set the damper damping force curve in the initial suspension vehicle model to 0 (so that the original damper force is always 0, using...) Figure 6 (The force of construction is replaced). Step 3: Update the current damping force of the left damper and the current damping force of the right damper to... Figure 2 From the initial suspension vehicle model, a vehicle model including a semi-active suspension is obtained. Then, in the vehicle model including the semi-active suspension, Figure 4 The established variable function value is set to a constant (based on the driving mode; generally 0.4 for comfort mode and 0.8 for sport mode). The .adm model files for different driving modes are exported, and the .adm model files contain the load spectrum data for different driving modes.

[0033] Step 4: Import the .adm model file from Step 3 into the FemFat_Lab software and calculate the transfer function under different driving modes.

[0034] The transfer function is calculated as follows: First, the vertical displacement, longitudinal force, and lateral force of the vehicle's wheel center are calculated. Then, white noise is generated in the femfatlab software to represent the vertical displacement, longitudinal force, and lateral force of the wheel center. Based on the white noise of the vertical displacement, longitudinal force, and lateral force of the vehicle model, the transfer function under different driving modes is calculated.

[0035] Step 5: Collect load spectra of the actual vehicle at the test track, including different driving modes, such as... Figure 7 As shown, it includes 4 wheel hubs, 6 directional load spectra (longitudinal force Fx, lateral force Fy, vertical force Fz, moment Mx about the X-axis, and moment My about the Y-axis), and 4 damper current values, totaling 28 channels. The 6 directional moments and 4 damper current values ​​from the 4 wheel hubs are applied to the wheel hubs and... Figure 4 The variables were established, and then the .adm file was exported. The .adm file contains the load spectrum of this mode. Step 6: Based on the .adm model file and load spectrum data from Step 5 and the transfer function from Step 4, perform virtual iterative calculations of the whole vehicle under different driving modes to obtain the pseudo-damage values ​​of the wheel center triaxial force under different driving modes. During the calculation, it must be ensured that the .adm file, transfer function, and experimentally acquired load spectrum data all correspond to the same driving mode. The calculation objective is to ensure that the pseudo-damage error of the wheel center triaxial force is less than 5% of the pseudo-damage error of the actual wheel center triaxial force signal of the actual vehicle.

[0036] If the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center of the real vehicle is less than 5%, then the virtual iteration stops; otherwise, the virtual iteration continues until the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center is less than 5%.

[0037] According to the vehicle virtual iteration method with semi-active suspension control proposed in this application, a vehicle model with semi-active suspension is constructed, and the transfer function of the vehicle model under different driving modes is calculated. Load spectra and damper current values ​​of the actual vehicle under different driving modes are collected, and these load spectra and damper current values ​​are loaded into the vehicle model to obtain model files for different driving modes, including load spectrum data. Virtual iteration calculations are performed on the model files, transfer functions, and load spectrum data to obtain pseudo-damage values ​​of the triaxial forces at the wheel center under different driving modes. This solves the problem that traditional virtual iteration methods do not consider the different damper damping characteristics under different damper current values, making it difficult to reproduce the real motion state of the vehicle and resulting in inaccurate simulation results. For vehicles using semi-active suspension control, this provides a more accurate load spectrum for the development of vehicle durability performance and supports bench durability testing of components.

[0038] Next, referring to the accompanying drawings, a vehicle virtual iteration system including semi-active suspension control is described according to an embodiment of this application.

[0039] Figure 8 This is a block diagram of a vehicle virtual iteration system including semi-active suspension control, according to an embodiment of this application.

[0040] like Figure 8 As shown, the vehicle virtual iteration system 10, which includes semi-active suspension control, includes: a calculation module 100, a loading module 200, and an iteration calculation module 300.

[0041] The calculation module 100 is used to construct a vehicle model including a semi-active suspension and calculate the transfer function of the vehicle model under different driving modes; the loading module 200 is used to collect the load spectrum and shock absorber current value of the real vehicle under different driving modes, and load the load spectrum and shock absorber current value into the vehicle model to obtain model files under different driving modes, the model files including load spectrum data; the iterative calculation module 300 is used to perform virtual iterative calculation on the model file, transfer function and load spectrum data to obtain the pseudo damage value of the three-dimensional force at the wheel center under different driving modes.

[0042] Optionally, in some embodiments, when performing virtual iterative calculations on the model file, transfer function, and load spectrum data to obtain pseudo-damage values ​​of the wheel-center triaxial force under different driving modes, the iterative calculation module 300 is further used to: calculate the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle; if the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal of the actual vehicle is less than a preset value, then the virtual iteration is stopped; otherwise, the virtual iteration continues until the pseudo-damage error between the wheel-center triaxial force of the vehicle model and the actual wheel-center triaxial force signal is less than a preset value.

[0043] Optionally, in some embodiments, the calculation module 100 is further configured to: establish a first current-damping force curve of the speed, current and damping force of the left shock absorber, and establish a second current-damping force curve of the speed, current and damping force of the right shock absorber; calculate the damping force of the left shock absorber and the damping force of the right shock absorber at the current moment using an interpolation function based on the first current-damping force curve and the second current-damping force curve, and update the damping force of the left shock absorber and the damping force of the right shock absorber at the current moment to the initial suspension vehicle model, thereby obtaining a vehicle model containing a semi-active suspension.

[0044] Optionally, in some embodiments, before updating the damping force at the current moment to the initial passive suspension vehicle model, the calculation module 100 is further configured to: establish an initial suspension vehicle model including the front suspension and the rear suspension using Adams software based on the information of hard point, bushing stiffness, spring stiffness, part center of mass, part mass and moment of inertia in a preset parameter table.

[0045] It should be noted that the foregoing explanation of the vehicle virtual iteration method embodiment including semi-active suspension control also applies to the vehicle virtual iteration system including semi-active suspension control in this embodiment, and will not be repeated here.

[0046] According to the vehicle virtual iteration system with semi-active suspension control proposed in this application, a vehicle model with semi-active suspension is constructed, and the transfer function of the vehicle model under different driving modes is calculated. Load spectra and damper current values ​​of the actual vehicle under different driving modes are collected, and these load spectra and damper current values ​​are loaded into the vehicle model to obtain model files for different driving modes. Virtual iteration calculations are performed on the model files, transfer functions, and load spectrum data to obtain pseudo-damage values ​​of the wheel-center triaxial forces under different driving modes. This solves the problem that traditional virtual iteration methods do not consider the different damper damping characteristics under different damper current values, making it difficult to reproduce the real motion state of the vehicle and resulting in inaccurate simulation results. For vehicles using semi-active suspension control, this provides a more accurate load spectrum for the development of vehicle durability performance and supports bench durability testing of components.

[0047] Figure 9 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0048] When processor 902 executes the program, it implements the whole vehicle virtual iteration method including semi-active suspension control provided in the above embodiments.

[0049] Furthermore, electronic devices also include: Communication interface 903 is used for communication between memory 901 and processor 902.

[0050] The memory 901 is used to store computer programs that can run on the processor 902.

[0051] The memory 901 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0052] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0053] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0054] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0055] This application also provides a computer program product on which a computer program is stored, which, when executed by a processor, implements the above-described virtual iterative method for the whole vehicle including semi-active suspension control.

[0056] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0057] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0058] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0059] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable instructions for implementing logical functions, and can be specifically implemented in any computer program product for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer program product" can be any means that can contain, store, communicate, propagate, or transmit a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples of computer program products (a non-exhaustive list) include the following: an electrical connection having one or N wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic device, and portable optical disc read-only memory (CDROM). Furthermore, the computer program product can even be paper or other suitable medium on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0060] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0061] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer program product, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0062] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer program product.

[0063] The computer program product mentioned above may be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A virtual iterative method for a vehicle including semi-active suspension control, characterized in that, Includes the following steps: Construct a vehicle model including a semi-active suspension and calculate the transfer function of the vehicle model under different driving modes; The load spectrum and shock absorber current value of the actual vehicle under different vehicle driving modes are collected, and the load spectrum and shock absorber current value are loaded into the whole vehicle model to obtain model files under different driving modes. The model files include load spectrum data. The model file, the transfer function, and the load spectrum data are used to perform virtual iterative calculations to obtain pseudo-damage values ​​of the triaxial forces at the wheel center under different driving modes.

2. The method according to claim 1, characterized in that, When performing virtual iterative calculations on the model file, the transfer function, and the load spectrum data to obtain pseudo-damage values ​​of the triaxial forces at the wheel center under different driving modes, the following steps are included: Calculate the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center of the real vehicle; If the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center of the real vehicle is less than a preset value, then the virtual iteration stops; otherwise, the virtual iteration continues until the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center is less than the preset value.

3. The method according to claim 1, characterized in that, The construction of the vehicle model including the semi-active suspension includes: Establish the first current-damping force curve of velocity, current and damping force of the left damper, and establish the second current-damping force curve of velocity, current and damping force of the right damper; Based on the first current damping force curve and the second current damping force curve, the damping force of the left damper and the damping force of the right damper at the current moment are calculated using an interpolation function. The damping forces of the left damper and the right damper at the current moment are then updated in the initial suspension vehicle model to obtain the vehicle model containing the semi-active suspension.

4. The method according to claim 3, characterized in that, Before updating the damping force at the current moment to the initial passive suspension vehicle model, the following steps are included: Based on the information on hard points, bushing stiffness, spring stiffness, part center of mass, part mass, and moment of inertia in the preset parameter table, an initial suspension vehicle model including the front and rear suspensions is created using Adams software.

5. A vehicle virtual iterative system incorporating semi-active suspension control, characterized in that, include: The calculation module is used to construct a vehicle model including a semi-active suspension and to calculate the transfer function of the vehicle model under different driving modes. The loading module is used to collect the load spectrum and shock absorber current value of the real vehicle under different vehicle driving modes, and load the load spectrum and shock absorber current value into the whole vehicle model to obtain model files under different driving modes. The model files include load spectrum data. The iterative calculation module is used to perform virtual iterative calculations on the model file, the transfer function, and the load spectrum data to obtain pseudo-damage values ​​of the three-dimensional forces at the wheel center under different driving modes.

6. The system according to claim 5, characterized in that, When performing virtual iterative calculations on the model file, the transfer function, and the load spectrum to obtain pseudo-damage values ​​of the wheel-center triaxial forces under different driving modes, the iterative calculation module is further used for: Calculate the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center of the real vehicle; If the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center of the real vehicle is less than a preset value, then the virtual iteration stops; otherwise, the virtual iteration continues until the pseudo-damage error between the three-dimensional force at the wheel center of the vehicle model and the actual three-dimensional force signal at the wheel center is less than the preset value.

7. The system according to claim 5, characterized in that, The computing module is also used for: Establish the first current-damping force curve of velocity, current and damping force of the left damper, and establish the second current-damping force curve of velocity, current and damping force of the right damper; Based on the first current damping force curve and the second current damping force curve, the damping force of the left damper and the damping force of the right damper at the current moment are calculated using an interpolation function. The damping forces of the left damper and the right damper at the current moment are then updated in the initial suspension vehicle model to obtain the vehicle model containing the semi-active suspension.

8. The system according to claim 7, characterized in that, Before updating the damping force at the current moment to the initial passive suspension vehicle model, the calculation module is also used for: Based on the information on hard points, bushing stiffness, spring stiffness, part center of mass, part mass, and moment of inertia in the preset parameter table, an initial suspension vehicle model including the front and rear suspensions is created using Adams software.

9. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the whole vehicle virtual iteration method including semi-active suspension control as described in any one of claims 1-4.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the whole vehicle virtual iteration method including semi-active suspension control as described in any one of claims 1-4.

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