Vehicle dynamics model construction method and system, storage medium and program product
By constructing independent suspension kinematics and flexibility models, the problem of suspension characteristics not being independently represented in vehicle dynamics models is solved, improving model accuracy and the confidence of virtual testing, and meeting the rapid iteration needs of intelligent chassis functions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-07
- Publication Date
- 2026-04-07
AI Technical Summary
Existing vehicle dynamics models, due to their simplified suspension models, fail to independently characterize the kinematic and elastic kinematic properties of the suspension, resulting in insufficient model accuracy. This makes it impossible to accurately reproduce the dynamic changes in wheel alignment parameters and the impact of elastic deformation on the suspension force transmission characteristics, thus affecting the confidence level of virtual tests.
By constructing suspension kinematics and suspension flexibility models separately, and integrating them based on the vehicle's suspension kinematics and elastic kinematics parameters, a high-precision vehicle dynamics model is formed, which accurately reflects the geometric motion laws and elastic deformation mechanisms of the suspension kinematics characteristics.
This improved the accuracy of the vehicle dynamics model, ensured the confidence of virtual test results, shortened the R&D cycle, reduced the cost of real vehicle testing, and enhanced the simulation test effect of intelligent chassis functions.
Smart Images
Figure CN121809014A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle simulation application technology, and in particular to a method, system, storage medium and program product for constructing a vehicle dynamics model. Background Technology
[0002] As the automotive industry rapidly evolves towards intelligence and electrification, the complexity of intelligent chassis functions such as advanced driver assistance systems, chassis domain control, and steer-by-wire continues to increase, placing higher demands on the development, testing, and verification processes of automobiles. Traditional real-vehicle testing methods have inherent drawbacks such as long development cycles, high costs, and difficulty in reproducing extreme operating conditions, making them unsuitable for the rapid iteration needs of intelligent chassis functions. Therefore, virtual testing methods based on vehicle dynamics models constructed using professional simulation software have become the mainstream solution in the industry.
[0003] Currently, the industry widely uses professional simulation software (such as Carsim) to build vehicle dynamics models to replace traditional real-vehicle testing. By reproducing the dynamic characteristics of the target vehicle in a simulation environment, it provides fundamental support for the development, debugging, and verification of intelligent chassis functions, significantly reducing the cost of real-vehicle testing and improving development efficiency. From a technical perspective, the modeling method and accuracy of the vehicle dynamics model directly determine the confidence level of the virtual test results, thereby affecting the vehicle development cycle, R&D costs, and the reliability of the final product.
[0004] In related technologies, vehicle dynamics models are typically built upon a physical model of the vehicle body, a steering system model, and a tire model, combined with a simplified suspension model from simulation software. These models are then integrated to form a comprehensive dynamics model. However, because the simplified suspension model incorporates both the kinematic and elastic deformation characteristics of the suspension into the same modeling module, it fails to independently represent and model these two fundamentally different physical mechanisms. This results in the suspension model being unable to accurately reproduce key suspension responses such as dynamic changes in wheel alignment parameters, thus affecting the accuracy of the vehicle dynamics model.
[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention
[0006] This application provides a method, system, storage medium, and program product for constructing a vehicle dynamics model, which helps to solve the problem of insufficient accuracy of vehicle dynamics models in related technologies due to the use of simplified suspension models and the failure to independently model the kinematic and elastic kinematic characteristics of the suspension.
[0007] In a first aspect, embodiments of this application provide a method for constructing a vehicle dynamics model, including: Based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, the vehicle's body physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model are constructed respectively. Based on the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model, a dynamic model of the vehicle is constructed.
[0008] In one possible implementation, Before constructing the suspension kinematic model of the vehicle based on the suspension kinematic parameters, the method further includes: performing simulation analysis on the vehicle according to preset suspension kinematic conditions to obtain the suspension kinematic parameters of the vehicle. Before constructing the suspension flexibility model of the vehicle based on the suspension elastic kinematic parameters of the vehicle, the method further includes: performing simulation analysis on the vehicle according to preset suspension elastic kinematic conditions to obtain the suspension elastic kinematic parameters of the vehicle. Before constructing the steering system model of the vehicle based on the vehicle's steering characteristic parameters, the method further includes: performing simulation analysis on the vehicle according to preset steering conditions to obtain the vehicle's steering characteristic parameters.
[0009] In one possible implementation, the vehicle's physical parameters include: The vehicle's body width, body height, wheelbase, front and rear track width, front and rear unsprung mass, roll moment of inertia, pitch moment of inertia, yaw moment of inertia, center of gravity height above the ground, and load mass are described.
[0010] In one possible implementation, the suspension kinematic parameters of the vehicle include: first wheel reference positioning parameters and a wheel motion characteristic-tire vertical runout mapping relationship corresponding to the first wheel reference positioning parameters; The wheel motion characteristics-tire vertical runout mapping relationship includes: caster angle-tire vertical runout mapping relationship, wheelbase-tire vertical runout mapping relationship, camber angle-tire vertical runout mapping relationship, track width-tire vertical runout mapping relationship, and toe angle-tire vertical runout mapping relationship. The first wheel reference positioning parameters include the first initial caster angle, the first initial toe angle, the first initial camber angle, the first initial track width, and the first initial wheelbase.
[0011] In one possible implementation, the suspension elastic kinematic parameters of the vehicle include: spring stiffness characteristics, damper damping force characteristics, bumper characteristics, roll assist characteristics, second wheel reference positioning parameters, and wheel motion characteristics corresponding to the second wheel reference positioning parameters - tire force mapping relationship. The wheel motion characteristics-tire force mapping relationship includes: toe angle-tire longitudinal force mapping relationship, camber angle-tire longitudinal force mapping relationship, wheelbase-tire longitudinal force mapping relationship, toe angle-tire lateral force mapping relationship, camber angle-tire lateral force mapping relationship, track width-tire lateral force mapping relationship, toe angle-tire self-aligning torque mapping relationship, and camber angle-tire self-aligning torque mapping relationship. The second wheel reference positioning parameters include the second initial toe angle, the second initial camber angle, the second initial track width, and the second initial wheelbase.
[0012] In one possible implementation, the vehicle's steering characteristic parameters include steering kinematic parameters and steering elastic kinematic parameters; The steering kinematic parameters include: the steering rack travel-steering wheel angle mapping relationship, the steering rack travel-wheel angle mapping relationship, and the third wheel reference positioning parameters; The reference positioning parameters for the third wheel include: the kingpin offset at the initial wheel center, the initial kingpin inclination angle, the initial kingpin trailing distance at the initial wheel center, and the initial kingpin caster angle.
[0013] In one possible implementation, the tire parameters of the vehicle include: the tire width, nominal vertical tire force, maximum permissible tire force, tire vertical stiffness, tire shear force working factor, and tire torque working factor.
[0014] Secondly, embodiments of this application provide a vehicle dynamics model construction system, including: The sub-model construction module is used to construct the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, respectively. The dynamics model construction module is used to construct the dynamics model of the vehicle based on the vehicle body physical model, suspension kinematics model, suspension flexibility model, steering system model, and tire model.
[0015] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any one of the first aspects.
[0016] Fourthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the method described in any one of the first aspects.
[0017] In this embodiment, by constructing a suspension kinematic model and a suspension flexibility model based on the vehicle's suspension kinematic parameters and suspension elastic kinematic parameters respectively, and integrating them to construct a vehicle dynamics model, the geometric motion law of suspension kinematic characteristics and the elastic deformation mechanism of suspension elastic kinematic characteristics, as well as their independent influence on vehicle dynamic response, can be accurately reflected, thereby improving the accuracy of the vehicle dynamics model. Attached Figure Description
[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 A flowchart illustrating a vehicle dynamics modeling method provided in an embodiment of this application; Figure 2 A schematic diagram illustrating the conversion between a PAC tire model file and a Carsim tire model, provided for an embodiment of this application; Figure 3 A schematic diagram of a simulation setting for a suspension parallel wheel bounce condition provided in an embodiment of this application; Figure 4 A schematic diagram illustrating the keyword matching process for a caster angle-tire vertical runout variation curve provided in an embodiment of this application; Figure 5 A schematic diagram of a simulation setup for vehicle suspension roll analysis provided in an embodiment of this application; Figure 6 A schematic diagram of a simulation setup for static load analysis of a vehicle suspension provided in an embodiment of this application; Figure 7 This application provides a schematic diagram of a simulation setup for analyzing vehicle steering motion conditions. Figure 8 A schematic diagram of an interface for constructing a vehicle dynamics model is provided as an embodiment of this application; Figure 9 This is a schematic diagram of a vehicle dynamics model construction system provided in an embodiment of this application. Detailed Implementation
[0020] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0021] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.
[0022] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0023] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.
[0024] Currently, the industry widely adopts professional simulation software (such as Carsim) to build vehicle dynamics models to replace traditional real-vehicle testing. By reproducing the dynamic characteristics of the target vehicle in a simulation environment, it provides fundamental support for the development, debugging, and verification of intelligent chassis functions, significantly reducing real-vehicle testing costs and improving development efficiency. From a technical perspective, a high-precision vehicle dynamics model needs to accurately reproduce the dynamic response of a real vehicle (such as yaw, roll, pitch, and wheel vertical sway), and reliably receive and respond to steering angle, drive torque, and other commands output by the control algorithm in the simulation system. This ensures high confidence in the simulation testing of intelligent chassis and other functions, thereby shortening the R&D cycle and reducing real-vehicle testing costs, becoming a key support for the implementation of current automotive intelligent technologies. It is understandable that the modeling method and accuracy of the vehicle dynamics model directly determine the confidence of the virtual test results, thus affecting the vehicle development cycle, R&D costs, and the reliability of the final product.
[0025] In related technologies, vehicle dynamics models are typically built upon a physical model of the vehicle body, a steering system model, and a tire model, combined with a simplified suspension model from simulation software. These models are then integrated to form a comprehensive dynamics model. However, because the simplified suspension model incorporates the kinematic characteristics of the suspension (such as geometric attitude changes during wheel movement) and elastic kinematic characteristics (such as bushing elastic deformation and link flexible bending) into the same modeling module, it fails to independently represent and model these two fundamentally different physical mechanisms. This results in the suspension model being unable to accurately capture the dynamic changes in positioning parameters such as wheel camber and toe angles, and also unable to reproduce the impact of elastic deformation on suspension force transmission characteristics. Ultimately, this leads to a deviation in the accuracy of the overall vehicle dynamics model, failing to fully meet the core requirement of high confidence levels in simulation testing for intelligent chassis functions.
[0026] To address the aforementioned issues, this application provides a method for constructing a vehicle dynamics model. By constructing a suspension kinematic model and a suspension flexibility model based on the vehicle's suspension kinematic parameters and suspension elastic kinematic parameters respectively, and integrating these models to construct a vehicle dynamics model, the method can accurately reflect the geometric motion laws of suspension kinematic characteristics and the elastic deformation mechanism of suspension elastic kinematic characteristics, as well as the independent influence of both on the vehicle's dynamic response, thereby improving the accuracy of the vehicle dynamics model.
[0027] See Figure 1 This is a flowchart illustrating a vehicle dynamics modeling method provided in an embodiment of this application. Figure 1 As shown, the method specifically includes the following steps.
[0028] Step S101: Construct the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, respectively.
[0029] To facilitate the explanation of the construction logic of each of the above sub-models, the specific construction process of the five models in step S101 will be described below.
[0030] (1) Construct a physical model of the vehicle body based on the vehicle body physical parameters.
[0031] Among them, the vehicle's physical parameters refer to the vehicle's dimensions (such as length, width, height, and wheelbase), mass parameters (such as total vehicle mass and three-dimensional coordinates of the center of gravity), and inertial parameters (such as the moment of inertia about each axis). In practical applications, the above parameters can be obtained by consulting the vehicle design drawings to obtain the theoretical design values, and then calibrated using physical measurement methods such as three-dimensional laser scanning, whole vehicle weighing, and inertial measurement tests to ensure parameter accuracy.
[0032] In this embodiment of the application, in order to improve the accuracy of the vehicle body physical model, it is obviously not enough for the vehicle body physical parameters to only include basic dimensions, mass and inertial parameters. It is also necessary to impose targeted constraints on the vehicle body physical parameters and improve the model's representation accuracy of the real vehicle body dynamics by expanding the parameter dimensions.
[0033] In one possible implementation, the vehicle's physical parameters include the vehicle's body width, body height, wheelbase, front and rear track width, front and rear unsprung mass, roll moment of inertia, pitch moment of inertia, yaw moment of inertia, center of gravity height above the ground, and load mass.
[0034] For ease of description, the above parameters can be divided into three main categories: basic geometric parameters, mass and inertia parameters, and load adaptation parameters.
[0035] Basic geometric parameters include vehicle width, vehicle height, wheelbase, and front and rear track width. Wheelbase is the horizontal distance between the centerlines of the front and rear axles, determining the vehicle's longitudinal stability and understeer during cornering. Front and rear track width is the horizontal distance between the centers of the two wheels on the same axle, directly affecting wheel load transfer during roll and the vehicle's lateral stability. Vehicle width and height are related to drag characteristics and roll limits. Mass and inertia parameters include front and rear unsprung mass, roll moment of inertia, pitch moment of inertia, yaw moment of inertia, and the height of the center of gravity above the ground. Among these, unsprung mass refers to the mass in a vehicle that does not transmit load through the suspension's elastic elements. This mass is in direct contact with the road surface or rigidly connected to the wheels, bouncing along with them. "Front" and "rear" refer to the front and rear axles of the vehicle, respectively (each axle has its own independent suspension system). Roll moment of inertia, pitch moment of inertia, and yaw moment of inertia represent the inertial resistance of the vehicle body rotating around its lateral (roll), longitudinal (pitch), and vertical (yaw) axes, respectively. Moment of inertia directly determines the vehicle's dynamic response sensitivity. The height of the center of gravity above the ground directly determines the vehicle's stability (the lower the center of gravity, the higher the vehicle's stability). Load adaptation parameters include load mass, which refers to the effective load and load distribution pattern under the vehicle's rated load condition, directly affecting the dynamic changes in the center of gravity position and moment of inertia.
[0036] Understandably, based on the above multi-dimensional parameters, a vehicle body physical model can be constructed that can accurately characterize the rigid motion characteristics of the vehicle body, so as to reflect the dynamic response laws of the vehicle body under stress, such as yaw and tilt.
[0037] In practical applications, vehicle width, vehicle height, front and rear unsprung mass, wheelbase, and front and rear track width can be obtained through CAD software or actual vehicle measurement. Roll moment of inertia, pitch moment of inertia, yaw moment of inertia, center of gravity height above the ground, and load mass can be estimated through CAD software or measured using appropriate test benches.
[0038] In practical applications, the specific values of the above-mentioned vehicle body physical parameters need to be matched with the preset keywords of the vehicle body physical model in simulation software (such as Carsim) in order to construct the vehicle body physical model. In Carsim, the above physical quantity keywords are: Y_LENGTH, Z_LENGTH, MS_U(1), MS_U(2), L_WHEELBASE, L_TRACK(1), L_TRACK(2), IXX_TU, IXX_T, IXX_TU, H_CG_TU.
[0039] Of course, those skilled in the art can adjust the simulation software and corresponding keywords according to actual needs, and the embodiments of this application do not impose specific limitations in this regard.
[0040] (2) Construct a tire model of the vehicle based on the tire parameters of the vehicle.
[0041] As the only component of a vehicle that typically comes into contact with the road surface, the tire's mechanical properties are a key factor determining the overall vehicle dynamics response. Therefore, constructing a high-precision tire model has a significant impact on the vehicle dynamics model. Tire parameters refer to key physical parameters that affect the interaction between the tire and the ground, such as tire size and stiffness.
[0042] In this embodiment of the application, in order to improve the accuracy of the tire model, it is necessary to impose targeted constraints on the tire parameters of the vehicle. By expanding the parameter dimensions, the accuracy of the model in representing the dynamic characteristics of the real vehicle body can be improved.
[0043] In one possible implementation, the vehicle's tire parameters include: tire width, nominal vertical tire force, maximum permissible tire force, tire vertical stiffness, tire shear force working factor, and tire torque working factor.
[0044] Among these, tire width refers to the cross-sectional width of the tire under standard inflation pressure and nominal load. Tire width can be used to estimate the contact area and pressure distribution between the tire and the ground. Nominal vertical tire force refers to the vertical load that the tire bears under design or standard operating conditions. It can be used as a reference to calibrate the force response characteristics of the tire under normal operating conditions. The maximum allowable force of the tire can include the maximum vertical load capacity, the maximum lateral force, and the maximum longitudinal force. It is used to characterize the tire's performance under extreme operating conditions (such as emergency braking and high-speed steering) and simulate the tire force output boundary under extreme operating conditions. Tire vertical stiffness refers to the deformation resistance of the tire under vertical load. It can be used to reflect the transient changes in the vehicle's dynamic characteristics caused by load transfer. The tire shear force working factor (such as the longitudinal shear force working factor and the lateral shear force working factor) is used to quantify the force transmission efficiency of the tire under lateral or longitudinal shear force. The tire torque working factor refers to the correlation coefficient between the torque generated by the tire during the stress process (such as self-aligning torque and rolling torque) and the input parameters (side slip angle and vertical force).
[0045] In practical applications, the above tire parameters can be obtained through PAC tire model files. The vehicle tire model is constructed by matching keywords from the PAC tire model file with keywords from simulation software (such as Carsim). For example, in the PAC tire model file, the tire width is extracted using a regular expression to retrieve the keyword "WIDTH=", and converted to the corresponding keyword "SET_THICKNESS" in the Carsim tire file; the nominal vertical tire force is extracted using the keyword "FNOMIN=", and converted to the corresponding keyword "FZ_REF" in the Carsim tire file; the maximum allowable tire force is extracted using the keyword "FZMAX=", and converted to the corresponding keyword "FZ_MAX" in the Carsim tire file; and the vertical tire stiffness is extracted using the keyword "VERTICAL_STIFNESS=", and converted to the corresponding keyword "FZ_TIRE_COEFFICNT" in the Carsim tire file.
[0046] See Figure 2 This is a schematic diagram illustrating the conversion between a PAC tire model file and a Carsim tire model, provided in an embodiment of this application.
[0047] like Figure 2As shown in the figure, the shaded area represents the Carsim tire file, and the unshaded area represents the PAC tire file. In the Carsim tire file, the keywords for the tire shear force working factor and tire moment working factor are the same as those in the PAC tire file, prefixed with "P52_". For example, if LFZO (rated load proportional coefficient) is 1.0 in the PAC tire file, it would be P52_LFZ0 1.0 in the Carsim tire file.
[0048] By using the targeted constraints of the above parameters, the tire model can reproduce the force transmission characteristics under normal working conditions and accurately capture the influence of complex factors such as ultimate load and nonlinear stiffness. Compared with the traditional model, which only relies on the simplified processing of basic specification parameters (such as tire width), it improves the accuracy of characterizing the real tire dynamic characteristics.
[0049] (3) Construct a suspension kinematic model of the vehicle based on the suspension kinematic parameters of the vehicle.
[0050] In this embodiment, the vehicle's suspension parameters are divided into suspension kinematic parameters and suspension elastic kinematic parameters to distinguish the physical boundary between purely geometric motion characteristics and elastic deformation characteristics. Suspension kinematic parameters are those determined solely by the suspension geometry and rigid connection relationships, reflecting the geometric motion under rigid structural constraints. They can be used to describe the dynamic changes in wheel alignment parameters (such as camber and toe angles) under conditions like wheel bounce (e.g., vertical movement), without involving the influence of elastic deformation.
[0051] In related technologies, simplified suspension models are typically used in simulation software (such as Carsim). However, these models contain fewer parameters (e.g., only wheel camber and toe angles), and the description of parameter variations is limited to slopes. This simplified modeling approach is severely inconsistent with the highly nonlinear physical nature of real suspension systems and cannot accurately describe the nonlinear kinematic characteristics of the suspension. In practical applications, the variation of wheel alignment parameters with wheel bounce is usually a complex nonlinear curve. The simplified model's approximation using only slopes will obviously produce significant model errors under large displacement conditions, and may even lead to inaccurate predictions of vehicle attitude and stability when traversing bumpy roads or during extreme cornering.
[0052] Therefore, in this embodiment of the application, in order to improve the accuracy of the vehicle's suspension kinematics model, it is necessary to impose targeted constraints on the vehicle's suspension kinematics parameters. By expanding the parameter dimensions, the accuracy of the model's representation of the real vehicle's dynamic characteristics can be improved, and it is also beneficial to couple it with the suspension elastic kinematics model.
[0053] In one possible implementation, the vehicle's suspension kinematic parameters include: first wheel reference positioning parameters and a wheel motion characteristic-tire vertical runout mapping relationship corresponding to the first wheel reference positioning parameters; wherein, the wheel motion characteristic-tire vertical runout mapping relationship includes: caster angle-tire vertical runout mapping relationship, wheelbase-tire vertical runout mapping relationship, camber angle-tire vertical runout mapping relationship, track width-tire vertical runout mapping relationship, and toe angle-tire vertical runout mapping relationship, and the first wheel reference positioning parameters include a first initial caster angle, a first initial toe angle, a first initial camber angle, a first initial track width, and a first initial wheelbase.
[0054] The first wheel alignment parameter defines the wheel alignment geometry of the vehicle in a reference state (such as the vehicle's posture under static design load on a flat road surface), serving as the reference for the entire suspension kinematic model. Specifically, the first initial caster angle refers to the initial values of the caster angles of the left and right wheels in the reference state, affecting the vehicle's straight-line stability and self-centering torque, specifically including the left and right caster angles; the first initial toe angle refers to the initial values of the toe angles of the left and right wheels in the reference state, affecting the vehicle's straight-line performance and tire wear, specifically including the left and right toe angles; the first initial camber angle refers to the initial values of the camber angles of the left and right wheels in the reference state, affecting the tire contact patch and lateral force generation, specifically including the left and right camber angles; the first initial track width refers to the distance between the center lines of the left and right wheels in the reference state; and the first initial wheelbase refers to the distance between the center lines of the front and rear axles in the reference state.
[0055] The corresponding wheel motion characteristics-tire vertical runout mapping relationship is a non-linear quantitative description of the suspension dynamic characteristics. Tire vertical runout refers to the relative displacement of the tire center relative to the vehicle body in the vertical direction. Specifically, the caster angle-tire vertical runout mapping relationship refers to the relationship between the caster angle of the left and right wheels and the vertical runout of their respective tires; the wheelbase-tire vertical runout mapping relationship refers to the relationship between the wheelbase and the vertical runout of the tires; the camber angle-tire vertical runout mapping relationship refers to the relationship between the left and right camber angles and the vertical runout of the tires; the track width-tire vertical runout mapping relationship refers to the relationship between the track width and the vertical runout of the tires; and the toe angle-tire vertical runout mapping relationship refers to the relationship between the left and right toe angles and the vertical runout of the tires.
[0056] In practical applications, the above mapping relationship is usually represented by a curve. Of course, those skilled in the art can adjust the form of the mapping relationship according to actual needs, and the embodiments of this application do not impose specific limitations on this.
[0057] By combining the aforementioned first wheel reference positioning parameters and the corresponding wheel motion characteristics-tire vertical runout mapping relationship, the constructed suspension kinematic model can accurately reproduce the geometric characteristics of the suspension and fully characterize the nonlinear and asymmetric change laws under dynamic conditions. This model can provide parameter responses consistent with the real vehicle under all working conditions, thereby improving the accuracy of the vehicle dynamics model.
[0058] In practical applications, in order to reflect the true characteristics of the vehicle while saving costs and improving efficiency, simulation software (such as ADAMS) is usually used to perform simulation analysis on the vehicle based on preset operating conditions to obtain the above parameters.
[0059] In one possible implementation, the vehicle's suspension kinematic parameters are obtained through simulation analysis based on preset suspension kinematic conditions. In this embodiment, these parameters are obtained through suspension parallel wheel bounce analysis in ADAMS simulation software. Specifically, suspension parallel wheel bounce analysis is performed based on a specific suspension assembly model and preset vertical travel distances.
[0060] See Figure 3 This is a schematic diagram of a simulation setting for a suspension parallel wheel bounce condition provided in an embodiment of this application.
[0061] like Figure 3 As shown in the figure, this diagram illustrates the specific settings interface in the ADAMS simulation software for obtaining suspension kinematic parameters under the parallel wheel bounce condition. This interface allows for the definition of input and output conditions for simulation analysis to obtain an accurate mapping relationship between wheel motion characteristics and tire vertical bounce. Specifically, Bump Disp (upper vertical bounce travel) and ReboundDisp (lower vertical bounce travel) define the range of motion of the suspension system in the simulation; the upper and lower vertical bounce travels in the figure are set to 77 and -70, respectively. Nsteps is set to 147, indicating that 147 data points will be generated throughout the entire range of motion, determining the resolution and accuracy of the final mapping relationship.
[0062] In one possible implementation, the aforementioned first wheel reference positioning parameters can be obtained by interpolation calculation on the wheel motion characteristic-tire vertical runout curve using the defined initial tire vertical runout, thereby ensuring the continuity between the model's reference state and dynamic response relationship.
[0063] Of course, those skilled in the art can adjust the setting of the first wheel reference positioning parameters according to actual needs, and this application embodiment does not impose specific limitations on this.
[0064] In practical applications, after obtaining the above suspension kinematic parameters through simulation, it is necessary to match the parameters with the keywords of the suspension kinematic model in simulation software (such as Carsim) to construct the suspension kinematic model. For example, the keywords for the left and right caster angle-tire vertical runout mapping relationship are BlueLink0-SUSP_DIVE and BlueLink5-SUSP_DIVE, respectively; the keywords for the left and right wheelbase-tire vertical runout mapping relationship are BlueLink1-SUSP_X and BlueLink6-SUSP_X, respectively; the keywords for the left and right camber angle-tire vertical runout mapping relationship are BlueLink2-CAMBER and BlueLink7-CAMBER, respectively; the keywords for the left and right track width-tire vertical runout mapping relationship are BlueLink3-SUSP_LAT and BlueLink8-SUSP_LAT, respectively; and the keywords for the left and right toe angle-tire vertical runout mapping relationship are BlueLink4-TOE and BlueLink9-TOE, respectively. The keywords for the first initial left and right caster angle, the first initial left and right toe angle, the first initial left and right camber angle, the first initial left and right track width, and the first initial left and right wheelbase width are CASTER_L, CASTER_R, TOE_L, TOE_R, CAMBER_L, CAMBER_R, TRACK_L, TRACK_R, BASE_L, and BASE_R, respectively.
[0065] Of course, those skilled in the art can adjust the keywords according to their needs, and the embodiments of this application do not impose specific limitations on this.
[0066] See Figure 4 This is a schematic diagram illustrating the keyword matching process for a caster angle-tire vertical runout variation curve provided in an embodiment of this application. Figure 4 As shown in the figure, the curve of left caster angle-tire vertical runout variation matches the keywords.
[0067] Specifically, by replacing the keywords (i.e. BlueLink0 and SUSP_DIVE) in the Carsim suspension kinematic model with data on the change of the left caster angle with operating conditions (such as the left caster angle values corresponding to different vertical runouts) and the specific values of the corresponding tire vertical runouts, the left caster angle-tire vertical runout change curve is matched with keywords that Carsim software can recognize.
[0068] (4) Construct a flexible model of the vehicle based on the vehicle's suspension elastic kinematic parameters.
[0069] Among them, the suspension elastic kinematic parameters of a vehicle refer to the physical quantities that cause additional changes in suspension positioning parameters (such as camber and toe angles) or generate additional forces when elastic elements (such as springs) and flexible components in the suspension system undergo elastic deformation under stress. These parameters differ from the aforementioned suspension kinematic parameters, focusing on the coupling relationship between force and elastic deformation, and are key to reproducing the real-world suspension elastic kinematic characteristics. In practical applications, when the suspension is subjected to force, the elastic elements deform, which additionally alters the wheel alignment, thus affecting vehicle handling and ride comfort. The suspension elastic kinematic parameters are used to quantify this process.
[0070] In related technologies, a simplified suspension model in simulation software (Carsim) is usually used. This model contains fewer parameters, and the description of parameter changes is only represented by the slope to indicate linear changes. This simplified modeling method is seriously inconsistent with the highly nonlinear physical nature of the real suspension system and cannot accurately describe the nonlinear elastic kinematic characteristics of the suspension.
[0071] Therefore, in this embodiment of the application, in order to improve the accuracy of the suspension flexibility model, it is necessary to impose targeted constraints on the vehicle's suspension elastic kinematic parameters. By expanding the parameter dimensions, the accuracy of the model's representation of the real vehicle dynamics can be improved, and it is also beneficial to couple with the suspension kinematic model.
[0072] In one possible implementation, the vehicle's suspension elastic kinematic parameters include: spring stiffness characteristics, damper damping force characteristics, bumper characteristics, roll assist characteristics, second wheel reference positioning parameters, and wheel motion characteristics-tire force mapping relationships corresponding to the second wheel reference positioning parameters; wherein, the wheel motion characteristics-tire force mapping relationships include: toe angle-tire longitudinal force mapping relationship, camber angle-tire longitudinal force mapping relationship, wheelbase-tire longitudinal force mapping relationship, toe angle-tire lateral force mapping relationship, camber angle-tire lateral force mapping relationship, track width-tire lateral force mapping relationship, toe angle-tire self-centering torque mapping relationship, and camber angle-tire self-centering torque mapping relationship; the second wheel reference positioning parameters include a second initial toe angle, a second initial camber angle, a second initial track width, and a second initial wheelbase.
[0073] Among them, spring stiffness characteristics refer to the correlation between the vertical deformation of the suspension spring and the load it bears, which determines the suspension's ability to support the weight of the vehicle body and absorb road impacts; shock absorber damping force characteristics refer to the relationship between the damping force generated by the shock absorber and its piston speed, usually divided into compression and rebound curves, which determine the suspension's ability to dissipate vibration energy and suppress vehicle bounce; buffer block characteristics refer to the characteristics of elastic components installed at the spring or suspension limit points, which are compressed when the spring is under large deformation (close to the limit compression) to provide additional rigid support; roll assist characteristics refer to the elastic characteristics of the suspension to resist vehicle roll, that is, the relationship between the roll moment provided by the stabilizer bar and the vehicle roll angle.
[0074] The second wheel alignment reference parameters refer to the reference values of wheel alignment parameters formed after comprehensively considering the inherent elastic deformation of the suspension elastic elements under the reference state of the vehicle (such as zero longitudinal force, lateral force, or self-centering torque). Specifically, the second initial toe angle refers to the actual toe angle value reached by the left and right wheels after elastic deformation due to force under the reference state of the vehicle; the second initial camber angle refers to the actual camber angle value reached by the left and right wheels after elastic deformation of the suspension system due to force under the reference state of the vehicle; the second initial track width refers to the distance between the center points of the left and right wheels on the same axle under the reference state of the vehicle; and the second initial wheelbase refers to the actual horizontal distance between the center lines of the front and rear axles under the reference state of the vehicle.
[0075] The mapping relationship between wheel motion characteristics and tire forces corresponding to the second wheel reference alignment parameters refers to the nonlinear mapping relationship in which wheel motion characteristics (such as toe angle, camber angle, wheelbase, and track width) change elastically with the forces (such as longitudinal and lateral forces) acting on the tire. Specifically, the toe angle-tire longitudinal force mapping relationship refers to the relationship between the left and right toe angles and the changes in the tire's longitudinal force; the camber angle-tire longitudinal force mapping relationship refers to the relationship between the left and right camber angles and the changes in the tire's longitudinal force; the wheelbase-tire longitudinal force mapping relationship refers to the relationship between the wheelbase and the changes in the tire's longitudinal force; the toe angle-tire lateral force mapping relationship refers to the relationship between the left and right toe angles and the changes in the tire's lateral force; the camber angle-tire lateral force mapping relationship refers to the relationship between the left and right camber angles and the changes in the tire's lateral force; the track width-tire lateral force mapping relationship refers to the relationship between the track width and the changes in the tire's lateral force; the toe angle-tire self-aligning torque mapping relationship refers to the relationship between the left and right toe angles and the tire self-aligning torque; the camber angle-tire self-aligning torque mapping relationship refers to the relationship between the left and right camber angles and the changes in the tire self-aligning torque.
[0076] In practical applications, the above mapping relationship is usually represented by a curve. Of course, those skilled in the art can adjust the form of the mapping relationship according to actual needs, and the embodiments of this application do not impose specific limitations on this.
[0077] Based on the above suspension elastic kinematic parameters, the embodiments of this application can construct a suspension flexibility model that can accurately reproduce the dynamic response of the suspension system under real stress conditions.
[0078] In practical applications, in order to reflect the true characteristics of the vehicle while saving costs and improving efficiency, simulation software (such as ADAMS) is usually used to perform simulation analysis on the vehicle based on preset operating conditions to obtain the above parameters.
[0079] In one possible implementation, the vehicle is simulated and analyzed according to a preset suspension elastic kinematic condition to obtain the vehicle's suspension elastic kinematic parameters. For example, suspension parallel wheel bounce analysis and suspension roll analysis can be performed on the vehicle using ADAMS simulation software to obtain the vehicle's roll analysis results.
[0080] See Figure 5 This is a schematic diagram of a simulation setup for vehicle suspension roll analysis provided in an embodiment of this application. Figure 5 As shown in the figure, this diagram illustrates the specific settings interface for roll analysis in the ADAMS simulation software. This interface allows users to define the input and output conditions for the simulation analysis to obtain the vehicle's roll analysis results. For example, RollUpr and RollLwr in the figure represent the upper and lower limits of the roll angle (both are 0 in the figure), used to define the range of vehicle roll angles in the simulation.
[0081] For the vertical runout of the left and right tires calculated in the roll analysis, cubic spline interpolation is used to look up the data in a pre-established suspension parallel wheel runout table to obtain the vertical tire force corresponding to the elastic deformation of the suspension under roll conditions. Then, the roll moment provided by the suspension system is calculated based on the tire vertical force, which is the product of the difference in force between the left and right tires and half the wheelbase. Next, the total moment resisting roll is calculated directly using the tire forces from the roll analysis. Finally, the roll moment provided by the stabilizer bar is obtained by subtracting the roll moment provided by the suspension system from the total roll moment, thereby generating a roll assist characteristic curve (a curve showing the change of stabilizer bar moment with the roll angle), which can intuitively reflect the auxiliary effect of the stabilizer bar in suppressing vehicle roll at different roll angles.
[0082] In this embodiment of the application, the wheel motion characteristics - the tire force curves in all directions can be obtained by analyzing the suspension static load conditions in the same longitudinal force, opposite lateral force, and opposite self-centering torque conditions using ADAMS software.
[0083] See Figure 6 This is a schematic diagram of a simulation setup for static load analysis of a vehicle suspension provided in an embodiment of this application. Figure 6As shown in the figure, this diagram illustrates the specific settings interface in the ADAMS simulation software used to obtain the wheel motion characteristics—the tire's force curves in all directions—for roll analysis. This interface allows for the definition of input and output conditions for the simulation analysis to obtain the wheel motion characteristics—the tire's force curves in all directions. For example, in the figure, Align Tor Upr L, Align Tor Upr R, Align Tor Lwr L, and Align Tor Lwr R represent the self-aligning torques applied in different directions, used to comprehensively simulate the tire self-aligning torque and generate the toe angle—tire self-aligning torque mapping relationship.
[0084] In one possible implementation, the suspension stiffness characteristics, damper damping force characteristics, and bumper characteristics are inherent characteristics of the vehicle and can be obtained through physical suspension testing or corresponding operating condition simulation analysis. In practical applications, the aforementioned characteristics obtained from physical suspension testing are usually stored in the suspension assembly file, and the corresponding suspension stiffness characteristics, damper damping force characteristics, and bumper characteristics can be retrieved by searching.
[0085] In practical applications, after obtaining the above suspension elastic kinematic parameters, it is necessary to match the parameters with the keywords of the suspension flexibility model in simulation software (such as Carsim) to construct the suspension elastic kinematic model. For example, the keywords for the left and right spring stiffness characteristics, left and right shock absorber damping force characteristics, left and right bump block characteristics, and roll assist characteristics are BlueLink0-FS_COMP / FS_EXT, BlueLink3-FS_COMP / FS_EXT, BlueLink1-FD, BlueLink4-FD, BlueLink5-F_JNC_STOP / F_REB_STOP, BlueLink6-F_JNC_STOP / F_REB_STOP, and BlueLink2-MX_AUX, respectively. The keyword for the roll assist characteristic's auxiliary roll moment slope is BlueLink2- SCALAR2.
[0086] The keywords for the left and right toe angle - tire longitudinal force curve, left and right toe angle - tire lateral force curve, left and right toe angle - tire self-aligning torque curve, left and right camber angle - tire longitudinal force curve, left and right camber angle - tire lateral force curve, left and right camber angle - tire self-aligning torque curve, left and right wheelbase - tire longitudinal force curve, and left and right track width - tire lateral force curve are respectively: BlueLink0-CT_FX_COEFFICIENT, BlueLink1-CT_FX_COEFFICIENT, BlueLink2-CT_FY_COEFFICIENT, BlueLink3-CT_FY_COEFFICIENT, BlueLink6-CT_MZ_COEFFICIENT, BlueLink7-CT_MZ_COEFFICIENT, Bl ueLink8-CC_FX_COEFFICIENT, BlueLink9-CC_FX_COEFFICIENT, BlueLink10-CI_FY_COEFFICIENT, BlueLink11-CI_FY_COEFFICIENT, BlueLink14-CI_MZ_COEFFICIENT, Blu eLink15-CI_MZ_COEFFICIENT, BlueLink16-C_LONG_COEFFICIENT, BlueLink17-C_LONG_COEFFICIENT, BlueLink18-C_LAT_COEFFICIENT, BlueLink19-C_LAT_COEFFICIENT.
[0087] Of course, those skilled in the art can adjust the keywords according to their needs, and the embodiments of this application do not impose specific limitations on this.
[0088] (5) Construct a steering system model of the vehicle based on the vehicle's steering characteristic parameters.
[0089] In this embodiment, the steering characteristic parameters include steering kinematic parameters and steering elastic kinematic parameters, which are used to distinguish the physical boundary between geometric constraints and elastic response. The steering kinematic parameters refer to the geometric transmission relationship between the components of the steering system under rigid conditions, while the steering elastic kinematic parameters consider the elastic deformation of the elastic elements of the steering system under stress, leading to deviations in steering angle, etc.
[0090] In related technologies, the construction of steering system models only uses a few parameters such as the kingpin inclination angle, which is obviously insufficient in accuracy. Therefore, in this embodiment, in order to improve the accuracy of the steering system model, it is necessary to impose targeted constraints on the vehicle's steering characteristic parameters, and improve the model's representation accuracy of the real vehicle dynamics by expanding the parameter dimensions.
[0091] In one possible implementation, the steering characteristic parameters include: steering kinematic parameters and steering elastic kinematic parameters; the steering kinematic parameters include: steering rack travel-steering wheel angle mapping relationship, steering rack travel-wheel angle mapping relationship and third wheel reference positioning parameters; the third wheel reference positioning parameters include: initial kingpin offset at wheel center, initial kingpin inclination angle, initial kingpin trail at wheel center, and initial kingpin caster angle.
[0092] Specifically, the steering rack travel-steering wheel angle mapping relationship refers to the correspondence between the steering wheel angle and the axial displacement of the steering rack; the steering rack travel-wheel angle mapping relationship refers to the correspondence between the axial displacement of the steering rack and the wheel steering angle. In practical applications, the above mapping relationship is usually represented by a curve. Of course, those skilled in the art can adjust the representation of the mapping relationship according to actual needs, and the embodiments of this application do not impose specific limitations on this.
[0093] In this embodiment, the initial kingpin offset at the wheel center refers to the horizontal distance from the wheel center point to the kingpin axis under reference conditions (e.g., when the steering wheel angle is 0); the initial kingpin inclination angle refers to the angle between the kingpin axis and the vertical line under reference conditions; the initial kingpin trail at the wheel center refers to the longitudinal distance from the wheel center point to the kingpin axis under reference conditions; and the initial kingpin caster angle refers to the angle between the kingpin axis and the vertical line under reference conditions. The third wheel reference positioning parameters define the precise position and attitude of the wheel steering axis, determining the vehicle's basic steering feel, straight-line stability, and self-centering performance.
[0094] Based on the aforementioned steering characteristic parameters, the embodiments of this application can construct a steering model that can accurately reproduce the dynamic response of the suspension system under real stress conditions.
[0095] In practical applications, in order to reflect the true characteristics of the vehicle while saving costs and improving efficiency, simulation software (such as ADAMS) is usually used to perform simulation analysis on the vehicle based on preset operating conditions to obtain the above parameters.
[0096] In one possible implementation, vehicle steering characteristic parameters are obtained by performing simulation analysis based on preset steering conditions. For example, ADAMS simulation software can be used to analyze the vehicle's suspension steering motion to obtain the vehicle's steering kinematic parameters; and suspension static load simulation analysis of the same-direction and reverse-direction self-centering torque conditions can be performed to obtain the vehicle's steering elastic kinematic parameters. Of course, those skilled in the art can adjust the method of obtaining steering characteristic parameters according to actual needs, and this application embodiment does not impose specific limitations in this regard.
[0097] See Figure 7This is a schematic diagram of a simulation setup for analyzing vehicle steering motion conditions, provided in an embodiment of this application. Figure 7 As shown in the figure, the specific settings interface for steering motion condition analysis in the ADAMS simulation software is illustrated. This interface allows users to define the input and output conditions for the simulation analysis to obtain the vehicle's steering motion condition analysis results. For example, Steer Upper and Steer Lower in the figure represent the upper and lower limits of the steering angle, respectively, and can be used to define the input range for the steering analysis.
[0098] Based on the analysis results of the steering motion conditions, the mapping relationship between the steering rack travel and the steering wheel angle, as well as the mapping relationship between the steering rack travel and the wheel angle, can be obtained.
[0099] The steering elastic kinematic parameters mainly include the steering flexibility characteristic curve. These can be obtained through simulation analysis, including the return torque under the same-direction return condition, the wheel angles under both left and right same-direction return conditions, and the wheel angles under both left and right opposite-direction return conditions. Based on this, the curve is constructed. Specifically, the angle of the left wheel under the same-direction return condition is subtracted from its angle under the opposite-direction return condition to obtain the left wheel angle difference; similarly, the angle difference of the right wheel is calculated. The angle differences of the left and right wheels are added together, and their average value is taken to obtain the wheel flexibility angle change. The sum of the return torques of the left and right wheels under the same-direction condition is used as the abscissa, and the calculated wheel flexibility angle change is used as the ordinate. Corresponding these two values allows for the plotting of the complete steering flexibility characteristic curve.
[0100] In this embodiment of the application, by comparing the two working conditions of same direction and opposite direction and taking the average value of the left and right wheels, the interference of the inherent geometric asymmetry of the suspension system on the measurement results can be effectively eliminated, thereby separating the net steering angle change caused by the return torque. The resulting steering flexibility characteristic curve can truly and accurately quantify the degree of elastic deformation of the steering system when subjected to external torque.
[0101] In practical applications, after obtaining the above steering characteristic parameters, it is necessary to match the parameters with the keywords of the steering system model in simulation software (such as Carsim) to construct the steering system model. For example, the keywords for the steering rack travel-steering wheel angle curve and the steering rack travel-wheel angle curve are BlueLink2-RACK_TRAVEL and BlueLink10-RACK_KIN, respectively; the keywords for the initial left and right wheel center kingpin offset, initial left and right wheel center kingpin trail, initial left and right wheel center kingpin drag, and initial left and right wheel center caster are L / R1_LKPO, L1 / R1_AKPI, L1 / R1_XKPO, and L1 / R1_ACAST, respectively; and the keyword for the steering flexibility characteristic curve is BlueLink13-STEER_COMP.
[0102] Of course, those skilled in the art can adjust the keywords according to their needs, and the embodiments of this application do not impose specific limitations on this.
[0103] Step S102: Construct the vehicle's dynamic model based on the vehicle's body physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model.
[0104] As described above, in this embodiment, a vehicle body physical model, a suspension kinematic model, a suspension flexibility model, a steering system model, and a tire model are constructed respectively. By integrating the above models, a complete vehicle dynamics model can be obtained.
[0105] In this embodiment, by constructing a suspension kinematic model and a suspension flexibility model based on the vehicle's suspension kinematic parameters and suspension elastic kinematic parameters respectively, and integrating them to construct a vehicle dynamics model, the geometric motion law of suspension kinematic characteristics and the elastic deformation mechanism of suspension elastic kinematic characteristics, as well as their independent influence on vehicle dynamic response, can be accurately reflected, thereby improving the accuracy of the vehicle dynamics model.
[0106] In practical applications, in order to improve the efficiency of building vehicle dynamics models, this embodiment of the application realizes the easy construction of multiple models through a user interface.
[0107] See Figure 8 This is a schematic diagram of an interface for constructing a vehicle dynamics model, provided in an embodiment of this application. Figure 8 As shown, this interface integrates the model construction methods of the various embodiments described above. The required inputs are vehicle physical parameters, suspension model selection, and some preset parameters (such as the upper and lower limits of parallel wheel hop loading). Based on the inputs, simulations of multiple simulation conditions in the embodiments described above can be completed, and the simulation results can be automatically exported (e.g., exported as a table). Suspension kinematic parameters, suspension elastic kinematic parameters, and steering characteristic parameters are generated respectively. Based on the keywords in the Carsim model, the Carsim model is generated. Finally, the multiple models are integrated to generate the vehicle's dynamic model.
[0108] In this embodiment, a user interface is established to automatically drive the ADAMS simulation software to perform simulations, extract simulation results to generate specific parameters, and automatically generate the vehicle's Carsim model file, thus achieving an automated process and significantly improving the efficiency of vehicle dynamics model construction. This solves the problems of existing processes requiring manual ADAMS simulation, manual data export and processing, and Carsim model reconstruction, which are fragmented and prone to errors.
[0109] Corresponding to the above embodiments, this application also provides a vehicle dynamics model construction system.
[0110] See Figure 9 This is a schematic diagram of a vehicle dynamics model building system provided in an embodiment of this application. Figure 9 As shown, the system 900 includes a sub-model building module 901 and a dynamic model building module 902.
[0111] The sub-model construction module 901 is used to construct the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, respectively.
[0112] The dynamic model construction module 902 is used to construct the dynamic model of the vehicle based on the vehicle's body physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model.
[0113] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, wherein when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.
[0114] Corresponding to the above embodiments, this application also provides a computer program product containing executable instructions that, when executed on a computer, cause the computer to perform some or all of the steps in the above method embodiments.
[0115] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.
[0116] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.
[0117] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.
[0118] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0119] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.
Claims
1. A method for constructing a vehicle dynamics model, characterized in that, include: Based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, the vehicle's body physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model are constructed respectively. Based on the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model, a dynamic model of the vehicle is constructed.
2. The method according to claim 1, characterized in that, Before constructing the suspension kinematic model of the vehicle based on the suspension kinematic parameters, the method further includes: performing simulation analysis on the vehicle according to preset suspension kinematic conditions to obtain the suspension kinematic parameters of the vehicle. Before constructing the suspension flexibility model of the vehicle based on the suspension elastic kinematic parameters of the vehicle, the method further includes: performing simulation analysis on the vehicle according to preset suspension elastic kinematic conditions to obtain the suspension elastic kinematic parameters of the vehicle. Before constructing the steering system model of the vehicle based on the vehicle's steering characteristic parameters, the method further includes: performing simulation analysis on the vehicle according to preset steering conditions to obtain the vehicle's steering characteristic parameters.
3. The method according to claim 1, characterized in that, The vehicle's physical parameters include: The vehicle's body width, body height, wheelbase, front and rear track width, front and rear unsprung mass, roll moment of inertia, pitch moment of inertia, yaw moment of inertia, center of gravity height above the ground, and load mass are described.
4. The method according to claim 1, characterized in that, The vehicle's suspension kinematic parameters include: first wheel reference positioning parameters and a wheel motion characteristic-tire vertical runout mapping relationship corresponding to the first wheel reference positioning parameters; The wheel motion characteristics-tire vertical runout mapping relationship includes: caster angle-tire vertical runout mapping relationship, wheelbase-tire vertical runout mapping relationship, camber angle-tire vertical runout mapping relationship, track width-tire vertical runout mapping relationship, and toe angle-tire vertical runout mapping relationship. The first wheel reference positioning parameters include the first initial caster angle, the first initial toe angle, the first initial camber angle, the first initial track width, and the first initial wheelbase.
5. The method according to claim 1, characterized in that, The suspension elastic kinematic parameters of the vehicle include: spring stiffness characteristics, damper damping force characteristics, buffer block characteristics, roll assist characteristics, second wheel reference positioning parameters, and wheel motion characteristics corresponding to the second wheel reference positioning parameters - tire force mapping relationship. The wheel motion characteristics-tire force mapping relationship includes: toe angle-tire longitudinal force mapping relationship, camber angle-tire longitudinal force mapping relationship, wheelbase-tire longitudinal force mapping relationship, toe angle-tire lateral force mapping relationship, camber angle-tire lateral force mapping relationship, track width-tire lateral force mapping relationship, toe angle-tire self-aligning torque mapping relationship, and camber angle-tire self-aligning torque mapping relationship. The second wheel reference positioning parameters include the second initial toe angle, the second initial camber angle, the second initial track width, and the second initial wheelbase.
6. The method according to claim 1, characterized in that, The vehicle's steering characteristic parameters include steering kinematic parameters and steering elastic kinematic parameters; The steering kinematic parameters include: the steering rack travel-steering wheel angle mapping relationship, the steering rack travel-wheel angle mapping relationship, and the third wheel reference positioning parameters; The reference positioning parameters for the third wheel include: the kingpin offset at the initial wheel center, the initial kingpin inclination angle, the initial kingpin trailing distance at the initial wheel center, and the initial kingpin caster angle.
7. The method according to claim 1, characterized in that, The tire parameters of the vehicle include: tire width, nominal vertical tire force, maximum permissible tire force, tire vertical stiffness, tire shear force coefficient, and tire torque coefficient.
8. A vehicle dynamics model construction system, characterized in that, include: The sub-model construction module is used to construct the vehicle's physical model, suspension kinematic model, suspension flexibility model, steering system model, and tire model based on the vehicle's body physical parameters, suspension kinematic parameters, suspension elastic kinematic parameters, steering characteristic parameters, and tire parameters, respectively. The dynamics model construction module is used to construct the dynamics model of the vehicle based on the vehicle body physical model, suspension kinematics model, suspension flexibility model, steering system model, and tire model.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 7.
10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 7.