Active suspension simulation system, electronic device, vehicle and method
By using multiphysics coupling modeling and hierarchical architecture design, the problem of insufficient model fidelity in the virtual test field of active suspension system was solved, realizing the construction of a high-fidelity virtual test field and improving simulation accuracy and efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CHINA FAW CO LTD
- Filing Date
- 2026-03-25
- Publication Date
- 2026-06-19
Smart Images
Figure CN122242370A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of automotive engineering technology, and in particular to an active suspension simulation system, electronic equipment, vehicle, and method. Background Technology
[0002] In the field of automotive R&D, using virtual simulation technology to test active suspension systems has become a reliable method to shorten development cycles and reduce costs. However, related simulation methods suffer from insufficient model fidelity when dealing with complex active suspension systems, especially when constructing high-fidelity virtual test tracks. They also exhibit biases in predicting performance under continuous operation or extreme conditions, and have weak collaborative simulation capabilities between subsystems. Summary of the Invention
[0003] This application provides an active suspension simulation system, electronic device, vehicle, and method to address issues such as insufficient model fidelity, inadequate electromechanical-thermal coupling, and weak system simulation capabilities in technologies related to constructing virtual test fields for active suspension systems.
[0004] The first aspect of this application provides an active suspension simulation system, comprising: a model layer, which includes at least one of an active suspension model, a dynamics model, and a road excitation model; the active suspension model is used to simulate the force output action of the active suspension under coupled physical fields; the road excitation model is used to simulate real road conditions; and the dynamics model is used to calculate the dynamic response data of the vehicle based on the force output signal corresponding to the force output action and the real road conditions; an engine layer, which is used to respond to the simulation commands of the active suspension, generate scheduling commands according to pre-set simulation conditions, and schedule at least one of the active suspension model, dynamics model, and road excitation model according to the scheduling commands to execute the simulation actions of the active suspension; and a verification layer, which is used to acquire user setting commands and simulation commands, set simulation conditions according to the setting commands, monitor the execution process of the simulation actions of the active suspension, and generate performance analysis results of the active suspension based on the dynamic response data during the execution process.
[0005] According to one embodiment of this application, the active suspension model includes a target actuator, target actuator structural parameters, and material properties of a multiphysics field. The inputs to the target actuator are control signals and load signals, and the output of the target actuator is a force output action.
[0006] According to one embodiment of this application, the coupled physical field of the active suspension model includes the coupling of the physical field and the temperature field. In the coupling process, forward coupling and reverse coupling are adopted. Forward coupling includes the coupling from the physical field to the temperature field, and reverse coupling includes the coupling from the temperature field to the physical field.
[0007] According to one embodiment of this application, when the target actuator of the active suspension model is an electromagnetic actuator, the physical field includes an electromagnetic field and a structural mechanical field; when the target actuator of the active suspension model is a hydraulic actuator, the physical field includes a flow field and a solid mechanical field.
[0008] According to one embodiment of this application, the model layer and the engine layer are connected through a target interface, and the active suspension model, dynamics model and road excitation model are all integrated into the target interface according to the target rules.
[0009] According to one embodiment of this application, the engine layer includes a nonlinear coupled solver and an intelligent task scheduler. The nonlinear coupled solver is used to solve a nonlinear problem involving multiphysics coupling within a simulation step until the variables between the physical field and the thermal field in the multiphysics converge iteratively. The intelligent task scheduler is used to manage the solution order and communication step size of the active suspension model, the dynamics model, and the road excitation model, respond to the simulation commands of the active suspension, and control the execution process of the simulation actions of the active suspension based on the solution order and the communication step size.
[0010] According to one embodiment of this application, the verification layer is also used to generate visualization data from the performance analysis results and to display the visualization data, which includes a comparison chart of the performance indicators of the active suspension and the passive suspension, as well as a curve showing the temperature of the target actuator coil of the active suspension changing over time.
[0011] A second aspect of this application provides an electronic device including the above-described active suspension simulation system.
[0012] A third aspect of this application provides a vehicle including an active suspension, which is simulated using the aforementioned active suspension simulation system.
[0013] The fourth aspect of this application provides an active suspension simulation method based on the aforementioned active suspension simulation system. The method is applied to a controller of an electronic device, and the controller executes the following steps: Executing a model layer, which includes at least one of an active suspension model, a dynamics model, and a road excitation model. The active suspension model simulates the force output of the active suspension under coupled physical fields, the road excitation model simulates real road conditions, and the dynamics model calculates the vehicle's dynamic response data based on the force output signal corresponding to the force output and the real road conditions; Executing an engine layer, which responds to the simulation commands of the active suspension, generates scheduling commands based on pre-set simulation conditions, and schedules at least one of the active suspension model, dynamics model, and road excitation model according to the scheduling commands to execute the active suspension simulation actions; Executing a verification layer, which obtains the user's setting commands and simulation commands, sets the simulation conditions according to the setting commands, monitors the execution process of the active suspension simulation actions, and generates active suspension performance analysis results based on the dynamic response data during the execution process.
[0014] Therefore, this application has the following beneficial effects: This application's embodiments integrate multiple functions at the model layer, including simulating the force output of active suspension under coupled physical fields, simulating real road conditions, and solving the vehicle's dynamic response data. Because the model incorporates electromagnetic-thermal-mechanical coupling effects, the simulation can accurately reproduce the force attenuation phenomenon caused by temperature rise after prolonged operation of the actuators, improving simulation fidelity. The engine layer responds to the simulation commands of the active suspension to execute its simulated actions. The engine layer uses a standardized interface that defines unified model encapsulation and dynamic interaction specifications, avoiding redundant modeling. Furthermore, when the model is updated, only the corresponding files need to be replaced, greatly improving collaborative efficiency and model consistency. The verification layer acquires commands, sets simulation conditions, monitors the simulation process, and generates performance analysis results for the active suspension. An intelligent task scheduler and a nonlinear coupled solver ensure the rational allocation of computational resources. This method effectively controls computational costs while ensuring the accuracy of multi-physics coupling solutions, achieving high-fidelity virtual test field construction. Therefore, it solves the problems of insufficient model fidelity, insufficient electromechanical-thermal coupling, and weak system simulation capabilities in related technologies for constructing virtual test fields for active suspension systems.
[0015] 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
[0016] 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 an architecture diagram of an active suspension simulation system according to an embodiment of this application; Figure 2 This is a flowchart illustrating the implementation of the active suspension simulation system according to an embodiment of this application. Figure 3 This is a flowchart illustrating the implementation of establishing a multiphysics model of an actuator according to an embodiment of this application. Figure 4 This is a flowchart of an active suspension simulation method according to an embodiment of this application. Detailed Implementation
[0017] 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.
[0018] Most active suspension simulation technologies simplify the actuators of active suspension as ideal force sources, ignoring the deep coupling effects between electromagnetic, temperature, and structural fields involved in actual operation. For example, the temperature rise of the actuator coil changes its electromagnetic characteristics, thus affecting the accuracy of the output force and the response speed, a phenomenon that cannot be reflected in related co-simulations. At the same time, traditional simulation methods mainly focus on the suspension system itself or simple interactions with the whole vehicle, failing to effectively support the collaborative control verification of active suspension with other chassis systems such as steer-by-wire and brake-by-wire. The system coordination is poor, making it difficult to achieve full-domain verification. As the model complexity increases, the computational load of related methods expands dramatically, resulting in simulation speeds far slower than real-time, making it difficult to meet the requirements of efficient and high-fidelity simulation for applications such as digital twins. When combining different tools or sub-models, the lack of a unified coupling interface standard makes data transmission prone to errors, and the model integration and debugging process complex.
[0019] This application accurately simulates the real dynamic characteristics of actuators under electro-magnetic-thermal-mechanical multi-field coupling by introducing multi-physics coupling modeling; it constructs a whole-vehicle virtual test track to provide a unified and integrated environment, which can comprehensively test and optimize the chassis full-domain control strategy; at the same time, it adopts an advanced collaborative solving calculation engine and intelligent task scheduling strategy to significantly improve the calculation efficiency while ensuring the accuracy of multi-physics coupling; and by defining a standardized multi-physics coupling interface, it ensures the accuracy and consistency of data exchange between different subsystem models.
[0020] The active suspension simulation system, method, vehicle, and electronic device of this application are described below with reference to the accompanying drawings. Addressing the problems mentioned in the background art regarding insufficient model fidelity, inadequate electromechanical-thermal coupling, and weak system simulation capabilities in constructing virtual testbeds for active suspension systems, this application provides an active suspension simulation system, comprising: a model layer, an engine layer, and a verification layer. In this system, the model layer includes at least one of an active suspension model, a dynamics model, and a road excitation model. The active suspension model is used to simulate the force output action of the active suspension under coupled physical fields. The road excitation model is used to simulate real road conditions. The dynamics model is used to calculate the dynamic response data of the entire vehicle based on the force output signal corresponding to the force output action and the real road conditions. The engine layer is used to respond to the simulation commands of the active suspension, generate scheduling commands according to pre-set simulation conditions, and schedule at least one of the active suspension model, dynamics model, and road excitation model according to the scheduling commands to execute the simulation actions of the active suspension. The verification layer is used to acquire user setting commands and simulation commands, set simulation conditions according to the setting commands, monitor the execution process of the active suspension simulation actions, and generate performance analysis results of the active suspension based on the dynamic response data during the execution process. This solves the problems of insufficient model fidelity, insufficient coupling of electromechanical and thermal characteristics, and weak system simulation capabilities in the construction of virtual test fields for active suspension systems.
[0021] Specifically, Figure 1 This is a schematic diagram of an active suspension simulation system provided in an embodiment of this application.
[0022] like Figure 1 As shown, the active suspension simulation system includes: model layer 110, engine layer 120 and verification layer 130.
[0023] The model layer 110 includes at least one of an active suspension model 1101, a dynamics model 1102, and a road excitation model 1103. The active suspension model 1101 is used to simulate the force output action of the active suspension under coupled physical fields, the road excitation model 1102 is used to simulate real road conditions, and the dynamics model 1103 is used to calculate the dynamic response data of the whole vehicle based on the force output signal corresponding to the force output action and the real road conditions. The engine layer 120 is used to respond to the simulation commands of the active suspension, generate scheduling commands according to the pre-set simulation conditions, and schedule at least one of the active suspension model, dynamics model, and road excitation model according to the scheduling commands to execute the simulation actions of the active suspension. The verification layer 130 is used to obtain the user's setting commands and simulation commands, set the simulation conditions according to the setting commands, monitor the execution process of the simulation actions of the active suspension, and generate the performance analysis results of the active suspension based on the dynamic response data during the execution process.
[0024] Understandably, this application constructs a multi-physics coupled, high-fidelity virtual test field for the whole vehicle. This system breaks through the limitations of isolated models and single physical fields in traditional co-simulation, and realizes full-link simulation from the micro-physical effects of actuators to the macro-dynamic response of the whole vehicle. Figure 1 This paper presents a block diagram illustrating the overall architecture of the active suspension simulation system 10 proposed in this application. The system is mainly divided into three layers: a model layer 110, including an active suspension model 1101, a dynamics model 1102, and a road excitation model 1103; an engine layer 120 connected to the model layer 110 via a standardized interface, including a nonlinear coupled solver 1201 and an intelligent task scheduler 1202; and a verification layer 130. Through this layered architecture design of the model layer 110, engine layer 120, and verification layer 130, the active suspension simulation system 10 proposed in this application achieves high-precision simulation of multi-physics coupling characteristics and accurate calculation of vehicle dynamics response. While improving simulation fidelity and prediction accuracy, it also enables multi-model collaborative scheduling and efficient solving, supports flexible configuration of simulation conditions, real-time process monitoring, and automatic performance analysis, effectively simplifying the simulation process, reducing integration and debugging difficulty, and providing an integrated, highly reliable virtual verification platform for active suspension and chassis full-domain control strategies, significantly improving R&D efficiency and shortening the development cycle.
[0025] According to one embodiment of this application, the active suspension model 1101 includes a target actuator, target actuator structural parameters, and material properties of a multiphysics field. The inputs of the target actuator are control signals and load signals, and the output of the target actuator is a force output action.
[0026] It is understood that the target actuator refers to the active suspension actuator body, which is the subject of high-precision simulation in this application. By using control signals and load signals as inputs and force output as output, and combining the structural parameters of the target actuator with the material properties of multiphysics fields to construct an active suspension model, the dynamic response characteristics of the actuator under the combined action of external control and actual load can be realistically reflected. This fully considers the real changes of structure and materials in multiphysics environments, effectively avoids the simulation deviations caused by traditional ideal force source models, significantly improves the fidelity and simulation accuracy of the active suspension model, and provides a more reliable and accurate actuation force output for subsequent vehicle dynamics simulation and control strategy verification.
[0027] For example, this application establishes a high-fidelity model based on the physical essence. Taking an electromagnetic actuator as an example, the model calculates the electromagnetic force generated after energization using Maxwell's equations, calculates the coil temperature rise using Joule's law and the heat conduction equation, and considers the changes in material properties such as permeability and resistivity with temperature, ultimately outputting the real-time actuation force of the actuator.
[0028] According to one embodiment of this application, the coupled physical field of the active suspension model includes the coupling of the physical field and the temperature field. In the coupling process, forward coupling and reverse coupling are adopted. Forward coupling includes the coupling from the physical field to the temperature field, and reverse coupling includes the coupling from the temperature field to the physical field.
[0029] Understandably, by coupling the physical field and the temperature field in the forward and reverse directions, the interaction and mutual influence between the mechanical behavior and temperature changes during the operation of the suspension can be truly reflected, thereby improving the accuracy and reliability of dynamic simulation and temperature field calculation, and more accurately predicting the performance and temperature rise of the active suspension under actual working conditions. This provides more reliable theoretical support for suspension structure optimization, material selection and control strategy design.
[0030] For example, the coupled physical field of the active suspension model includes the coupling between the physical field and the temperature field. In the coupling process, forward coupling and reverse coupling are used. Forward coupling includes the coupling from the physical field to the temperature field. The loss determined by factors such as current and speed leads to the temperature increase. Reverse coupling includes the coupling from the temperature field to the physical field. Temperature changes affect material properties, such as the increase in resistivity leading to an increase in copper loss, which in turn affects the output force. Iterative solutions are needed to achieve convergence.
[0031] According to one embodiment of this application, when the target actuator of the active suspension model is an electromagnetic actuator, the physical field includes an electromagnetic field and a structural mechanical field; when the target actuator of the active suspension model is a hydraulic actuator, the physical field includes a flow field and a solid mechanical field.
[0032] Understandably, configuring the corresponding physical field according to the different actuator types can make the active suspension simulation model more in line with the actual structure and working principle, improve the pertinence, accuracy and applicability of the simulation calculation, avoid the calculation error caused by the mismatch between the unified physical field model and the actual actuator characteristics, and thus achieve more accurate and reliable prediction and analysis of the dynamic performance of different types of active suspension systems.
[0033] For example, when establishing a multiphysics model of an actuator, it is necessary to clearly define the modeling objective and system boundary, and determine the physical fields to be considered when coupling the physical fields. For electromagnetic actuators, the core is the coupling of the electromagnetic field, the structural mechanical field and the temperature field; for hydraulic actuators, the core is the coupling of the flow field (hydraulic oil), the solid mechanical field and the temperature field.
[0034] According to one embodiment of this application, the model layer 120 and the engine layer 130 are connected through a target interface, and the active suspension model 1101, the dynamics model 1102 and the road excitation model 1103 are all integrated into the target interface according to the target rules.
[0035] Understandably, by adopting a unified target interface and integration rules, the decoupling and standardized connection between model layer 120 and engine layer 130 are achieved, which improves the scalability, stability and reusability of the simulation system, ensures the reliable and standardized interaction of data between various models, and facilitates the integration, debugging and optimization of complex suspension simulation models.
[0036] For example, all sub-models are encapsulated and integrated through functional interfaces, adopting the FMI (Functional Mock-up Interface) standard. This standard defines unified model encapsulation and dynamic interaction specifications, ensuring seamless collaboration between heterogeneous models built with different tools, and solving the problems of inconsistent interfaces and complex debugging in traditional co-simulation.
[0037] According to one embodiment of this application, the engine layer 120 includes a nonlinear coupled solver 1201 and an intelligent task scheduler 1202. The nonlinear coupled solver 1201 is used to solve a nonlinear problem of multiphysics coupling within a simulation step until the variables between the physical field and the thermal field in the multiphysics converge iteratively. The intelligent task scheduler 1202 is used to manage the solution order and communication step size of the active suspension model 1101, the dynamic model 1102 and the road excitation model 1103, respond to the simulation commands of the active suspension, and control the execution process of the simulation actions of the active suspension based on the solution order and communication step size.
[0038] Understandably, the nonlinear coupled solver 1201 can iteratively solve multiple physical fields, such as the physical field and temperature field, and determine variable convergence within a single simulation step, truly reflecting the strong nonlinear and strong coupling relationship between field quantities, and significantly improving the accuracy and reliability of simulation results. The intelligent task scheduler 1202 can uniformly manage the solution order and communication step size of the active suspension model, dynamics model, and road excitation model, ensuring that each model is synchronized in time and consistent in data interaction, avoiding simulation interruption or result distortion caused by time sequence disorder or step size mismatch between models. Under the premise of ensuring accuracy, it optimizes simulation time consumption, while adaptively responding to different simulation commands, flexibly adapting to various working conditions and scenarios, and enhancing the versatility and stability of the simulation system.
[0039] For example, such as Figure 1 As shown, in the architecture of this application, there is an engine layer 120, which includes an intelligent task scheduler 1201 and a nonlinear coupled solver 1202. The intelligent task scheduler 1201 is responsible for managing the solution order and communication step size of each FMU model. For rapidly changing physical processes, such as actuator current response, a smaller step size is used to ensure accuracy; for slowly changing processes, such as vehicle motion, a larger step size is used to improve efficiency. The nonlinear coupled solver 1202 employs a robust algorithm to handle nonlinear problems caused by multi-physics coupling. This solver ensures that the variables between the electromagnetic field, temperature field, and structural field converge iteratively within each simulation time step, thereby obtaining an accurate coupled solution.
[0040] According to one embodiment of this application, the verification layer 130 is also used to generate visualization data from the performance analysis results and to display the visualization data, which includes a comparison chart of the performance indicators of the active suspension and the passive suspension, as well as a curve showing the change of the target actuator coil temperature of the active suspension over time.
[0041] Understandably, by generating and displaying visual data such as a comparison chart of the performance indicators of active and passive suspension and the temperature change curve of the target actuator coil over time in the verification layer 130, the advantages of the active suspension scheme in dynamic performance, thermal stability and control effect of this application can be intuitively and quantitatively demonstrated, which facilitates rapid evaluation of suspension performance, identification of problems and guidance for optimization design.
[0042] For example, the verification layer 130 is built in a system simulation environment such as Simulink (graphical modeling and simulation software). The verification layer 130 integrates the models used above through the FMI standard, sets the simulation conditions, and monitors the simulation process. Finally, it outputs key performance indicators such as vehicle ride comfort and handling stability, and performs visual comparative analysis, thereby completing the comprehensive verification of the active suspension control strategy.
[0043] The following examples illustrate the active suspension simulation system proposed in this application. Figure 2 The diagram shows the specific operational flow of the system from modeling to result analysis.
[0044] In step S101, a multiphysics model of the actuator is established, such as... Figure 3As shown. In step S201, the modeling objectives and system boundaries are first clearly defined, such as fidelity requirements, the determination of coupled physical fields, and inputs and outputs. The inputs to the model are usually control signals such as voltage, current, or valve core displacement, and mechanical loads such as vibration velocity from the suspension. The outputs are the actuator force and key state variables, such as coil temperature and oil pressure. In step S202, a high-fidelity parametric geometric model of the actuator is established, and a three-dimensional model including the electromagnetic actuator and the hydraulic actuator is established. In step S203, the material properties of the multi-physics field are set, such as electromagnetic properties such as relative permeability, conductivity, and coercivity, thermal properties such as thermal conductivity, specific heat capacity, and density, and structural properties such as Young's modulus, Poisson's ratio, and coefficient of thermal expansion. In step S204, the electromagnetic field is modeled and force is calculated for the electromagnetic actuator. The electromagnetic field distribution and electromagnetic force are calculated using Maxwell's equations, and Ampere's circuital law and Gauss's flux law are solved in the finite element software to obtain the electromagnetic thrust constant (K) of the actuator. The process involves calculating the back electromotive force constant (Ke) and the copper loss (I²R) and iron loss (hysteresis and eddy current loss), modeling the flow field and solid mechanical field for the hydraulic actuator, solving the Navier-Stokes equations to analyze the oil flow, considering the compressibility and viscosity of the fluid, as well as the flow through the throttling orifice, outputting the pressure difference and output force at both ends of the actuator, and losses and heat sources such as the throttling loss and viscous friction loss of the hydraulic system; in step S205, temperature field modeling and bidirectional coupling are performed, the electromagnetic loss or hydraulic loss calculated above is applied as a heat source to the corresponding region of the model, the heat conduction equation is solved, considering the heat conduction inside the component and the heat convection with the outside, such as air cooling and liquid cooling, and forward and reverse coupling are performed.
[0045] In step S102, the above model is exported to the FMU standard format. In COMSOL (Multiphysics Coupled Simulation Platform), the "FMU Export" function is used to export the model as a .fmu file. In the export settings, the model's input variables (such as coil voltage) and output variables (such as driving force, piston rod displacement, and coil temperature) are explicitly defined. The purpose of this is to encapsulate the complex multiphysics model into a standalone, standard component that can interact with other software.
[0046] In step S103, integrate all models. Create a new model in Simulink. Drag the FMU Import module (FMU Import Simulation Model) provided by the FMI Kit (open-source FMU import / export toolkit) from the Library Browser. Double-click the module to import the actuator FMU file generated in step S102. Similarly, import the whole vehicle model FMU exported from Carsim (vehicle dynamics simulation software), as well as the road excitation model and active suspension control algorithm created in Simulink.
[0047] In step S104, configuration scheduling and solving are performed. In the Simulink configuration parameters, the simulation type is set to fixed step size or variable step size. For multi-rate systems, triggering or function call subsystems can be enabled to allocate faster sampling rates to the actuator FMUs. In the co-solver engine, a solver suitable for rigid systems is selected, and reasonable allowable errors (e.g., 1e-4) and maximum step sizes (e.g., 1e-3 seconds) are set. Within each time step, the engine automatically calls each FMU and iterates until the electromagnetic, thermal, and mechanical field data converge to within the set tolerance range.
[0048] In step S105, post-processing and analysis of the results are performed. After the simulation, the plotting function of MATLAB (Matrix Laboratory) is used to plot the performance indicators of the active and passive suspensions, such as vehicle vertical acceleration, suspension dynamic deflection, and tire dynamic load, on the same graph for comparison. Simultaneously, the curve of actuator coil temperature changing over time can be plotted to evaluate its thermal safety. By comparing the root mean square value of vehicle acceleration and the peak value of tire dynamic load, ride comfort and ground contact are evaluated respectively, and the superiority of the active suspension control method of this invention is quantitatively analyzed.
[0049] The active suspension simulation system proposed in this application integrates multiple functions at the model layer, including simulating the force output of the active suspension under coupled physical fields, simulating real road conditions, and solving the dynamic response data of the entire vehicle. Because the model includes electromagnetic-thermal-mechanical coupling effects, the simulation can accurately reproduce the force attenuation phenomenon caused by temperature rise after long-term operation of the actuators, improving simulation fidelity. The engine layer responds to the simulation commands of the active suspension to execute the simulation actions. The engine layer sets up a standardized interface, which defines a unified model encapsulation and dynamic interaction specification, avoiding redundant modeling. Furthermore, when the model is updated, only the corresponding file needs to be replaced, greatly improving collaborative efficiency and model consistency. The verification layer is used to acquire commands, set simulation conditions, and monitor the simulation process to generate performance analysis results for the active suspension. An intelligent task scheduler and a nonlinear coupled solver ensure the reasonable allocation of computing resources. This method effectively controls computational costs while ensuring the accuracy of multi-physics coupling solutions, achieving the construction of a high-fidelity virtual test field. This solves the problems of insufficient model fidelity, insufficient coupling of electromechanical and thermal characteristics, and weak system simulation capabilities in the construction of virtual test fields for active suspension systems.
[0050] A second aspect of this application provides an electronic device including the above-described active suspension simulation system 10.
[0051] A third aspect of this application provides a vehicle including an active suspension, which is simulated using the active suspension simulation system 10 described above.
[0052] Next, the active suspension simulation method proposed according to the embodiments of this application is described with reference to the accompanying drawings.
[0053] Figure 4 This is a flowchart of the active suspension simulation method according to an embodiment of this application.
[0054] like Figure 4 As shown, this active suspension simulation method is based on the aforementioned active suspension simulation system 10. The method is applied to the controller of an electronic device, and the controller executes the following steps: In step S301, the model layer is executed. The model layer includes at least one of an active suspension model, a dynamics model, and a road excitation model. The active suspension model is used to simulate the force output action of the active suspension under the coupled physical field. The road excitation model is used to simulate real road conditions. The dynamics model is used to calculate the dynamic response data of the whole vehicle based on the force output signal corresponding to the force output action and the real road conditions.
[0055] In step S302, the engine layer is executed. The engine layer responds to the simulation command of the active suspension and generates a scheduling command according to the preset simulation conditions. At least one of the active suspension model, dynamics model and road excitation model is scheduled according to the scheduling command to execute the simulation action of the active suspension.
[0056] In step S303, the verification layer is executed to obtain the user's setting instructions and simulation instructions. The simulation conditions are set according to the setting instructions, and the execution process of the simulation actions of the active suspension is monitored. The performance analysis results of the active suspension are generated based on the dynamic response data during the execution process.
[0057] It should be noted that the foregoing explanation of the active suspension simulation device embodiment also applies to the active suspension simulation method of this embodiment, and will not be repeated here.
[0058] According to the active suspension simulation method proposed in this application, the execution model layer includes at least one of an active suspension model, a dynamic model, and a road excitation model. It integrates multiple functions, including simulating the force output of the active suspension under coupled physical fields, simulating real road conditions, and solving the dynamic response data of the entire vehicle. The model incorporates electromagnetic-thermal-mechanical coupling effects, and the simulation can accurately reproduce the force attenuation phenomenon caused by temperature rise after long-term operation of the actuator, improving simulation fidelity. The execution engine layer responds to the simulation commands of the active suspension to execute the simulation actions of the active suspension. The engine layer sets a standardized interface, which defines a unified model encapsulation and dynamic interaction specification, avoiding redundant modeling. When the model is updated, only the corresponding file needs to be replaced, greatly improving collaborative efficiency and model consistency. The execution verification layer acquires commands, sets simulation conditions, and monitors the simulation process to generate performance analysis results of the active suspension. An intelligent task scheduler and a nonlinear coupled solver ensure the reasonable allocation of computing resources. This method effectively controls computational costs while ensuring the accuracy of multi-physics coupling solutions, achieving high-fidelity virtual test field construction. This solves the problems of insufficient model fidelity, insufficient coupling of electromechanical and thermal characteristics, and weak system simulation capabilities in the construction of virtual test fields for active suspension systems.
[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are 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.
[0060] 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.
[0061] 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 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.
[0062] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. 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 (FPGAs), field-programmable gate arrays (FPGAs), etc.
[0063] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.
[0064] 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. An active suspension simulation system, characterized in that, include: The model layer includes at least one active suspension model, a dynamics model, and a road excitation model. The active suspension model is used to simulate the force output action of the active suspension under coupled physical fields. The road excitation model is used to simulate real road conditions. The dynamics model is used to calculate the dynamic response data of the whole vehicle based on the force output signal corresponding to the force output action and the real road conditions. The engine layer is used to respond to the simulation commands of the active suspension, generate scheduling commands according to the preset simulation conditions, and schedule at least one of the active suspension model, the dynamic model and the road excitation model according to the scheduling commands to execute the simulation actions of the active suspension. The verification layer is used to acquire user setting instructions and simulation instructions, set the simulation conditions according to the setting instructions, monitor the execution process of the simulation actions of the active suspension, and generate the performance analysis results of the active suspension based on the dynamic response data during the execution process.
2. The active suspension simulation system according to claim 1, characterized in that, The active suspension model includes a target actuator, structural parameters of the target actuator, and material properties of a multiphysics field. The inputs of the target actuator are control signals and load signals, and the output of the target actuator is the force output action.
3. The active suspension simulation system according to claim 1, characterized in that, The coupled physical field of the active suspension model includes the coupling between the physical field and the temperature field. The coupling process employs forward coupling and reverse coupling. The forward coupling includes the coupling from the physical field to the temperature field, and the reverse coupling includes the coupling from the temperature field to the physical field.
4. The active suspension simulation system according to claim 3, characterized in that, When the target actuator of the active suspension model is an electromagnetic actuator, the physical field includes an electromagnetic field and a structural mechanical field; when the target actuator of the active suspension model is a hydraulic actuator, the physical field includes a flow field and a solid mechanical field.
5. The active suspension simulation system according to claim 1, characterized in that, The model layer and the engine layer are connected through a target interface. The active suspension model, the dynamics model, and the road surface excitation model are all integrated into the target interface according to the target rules.
6. The active suspension simulation system according to claim 1, characterized in that, The engine layer includes a nonlinear coupled solver and an intelligent task scheduler. The nonlinear coupled solver is used to solve nonlinear problems involving multiphysics coupling within a simulation step until the variables between the physical field and the thermal field in the multiphysics converge iteratively. The intelligent task scheduler is used to manage the solution order and communication step size of the active suspension model, the dynamic model, and the road excitation model, respond to the simulation commands of the active suspension, and control the execution process of the simulation actions of the active suspension based on the solution order and the communication step size.
7. The active suspension simulation system according to claim 1, characterized in that, The verification layer is also used to generate visualization data from the performance analysis results and to display the visualization data, which includes a comparison chart of the performance indicators of the active suspension and the passive suspension, as well as a curve showing the temperature of the target actuator coil of the active suspension changing over time.
8. An electronic device, characterized in that, Includes the active suspension simulation system as described in any one of claims 1-7.
9. A vehicle, characterized in that, It includes an active suspension, which is obtained by simulation using the active suspension simulation system described in any one of claims 1-7.
10. An active suspension simulation method, characterized in that, The method is based on the active suspension simulation system according to any one of claims 1-7, and is applied to the controller of an electronic device, wherein the controller performs the following steps: An execution model layer is provided, which includes at least one active suspension model, a dynamics model, and a road excitation model. The active suspension model is used to simulate the force output action of the active suspension under coupled physical fields. The road excitation model is used to simulate real road conditions. The dynamics model is used to calculate the dynamic response data of the whole vehicle based on the force output signal corresponding to the force output action and the real road conditions. The execution engine layer responds to the simulation commands of the active suspension, generates scheduling commands based on pre-set simulation conditions, and schedules at least one of the active suspension model, the dynamics model, and the road excitation model according to the scheduling commands to execute the simulation actions of the active suspension. The execution verification layer obtains the user's setting instructions and simulation instructions through the verification layer, sets the simulation conditions according to the setting instructions, monitors the execution process of the simulation actions of the active suspension, and generates the performance analysis results of the active suspension based on the dynamic response data during the execution process.