Whole vehicle dynamic performance simulation method and device, electronic equipment and storage medium

Abstract

This application relates to a method, apparatus, electronic device, and storage medium for simulating the dynamic performance of a vehicle, applied in the field of simulation technology. The method includes: acquiring a simulation task for a vehicle model, the simulation task including simulation parameters required for the simulation, the simulation parameters including operating parameters and a desired axle sideslip compliance; determining the change in sideslip angle based on the desired axle sideslip compliance under the operating parameters; determining the actual sideslip angle of the vehicle model based on the change in sideslip angle and the simulation parameters; and controlling the vehicle model to complete the simulation task based on the actual sideslip angle. This improves simulation accuracy.

Description

Technical Field

[0001] This application relates to the field of simulation technology, and in particular to a method, apparatus, electronic device, and storage medium for simulating the dynamic performance of a vehicle. Background Technology

[0002] In the fields of vehicle dynamics simulation and chassis development, accurately predicting the handling stability of a vehicle under different operating conditions, especially the understeer characteristic, is a key prerequisite for achieving positive design of suspension and steering system performance. Related technologies typically rely on simulation models that reflect the vehicle's lateral dynamic response to obtain these key performance indicators, and expect these models to maintain high predictive accuracy across the entire operating range.

[0003] To achieve the aforementioned accuracy target, geometric and kinematic relationships such as wheel alignment parameters, vehicle roll, and suspension deformation are incorporated into the calculation to determine the slip angle at the tire contact point. However, the calculated slip angle is essentially a "geometric slip angle" reflecting the spatial geometric relationship between the wheel and the vehicle body. Limited by the inherent principle of this method, this slip angle does not take into account the nonlinear mechanical characteristics exhibited by the tire itself under complex operating conditions, resulting in a deviation from the "effective slip angle" required to generate tire force and reflecting the tire's complex deformation state. This deviation, as a fundamental error, is directly introduced into the tire force calculation process, fundamentally limiting further improvements in the accuracy of complex model simulations. It is difficult to accurately reproduce the dynamic response consistent with the handling feel of a real vehicle, significantly affecting the credibility of the simulation results. Summary of the Invention

[0004] This application provides a method, apparatus, electronic device, and storage medium for simulating the dynamic performance of a vehicle, in order to solve the problem of low reliability of simulation results in the prior art.

[0005] According to a first aspect of the embodiments of this application, a method for simulating the dynamic performance of a vehicle is provided, comprising: The simulation task of obtaining the whole vehicle model includes the simulation parameters required for the simulation, including the operating condition parameters and the desired axle side compliance. Determine the change in side slip angle based on the desired side slip compliance under the stated operating parameters; The actual sideslip angle of the vehicle model is determined based on the change in sideslip angle and the simulation parameters. The simulation task is completed by controlling the vehicle model based on the actual sideslip angle.

[0006] Optionally, determining the change in sideslip angle based on the desired side slip compliance under the operating parameters includes: Based on the operating parameters and the desired axle side compliance, the lateral acceleration of the vehicle model is determined. The change in the sideslip angle is determined based on the lateral acceleration and the desired axial sideslip compliance.

[0007] Optionally, the operating parameters include: vehicle speed, wheelbase, front wheel angle, moment of inertia, and front-rear position of the center of gravity; Based on the aforementioned operating parameters and desired axle side compliance, the lateral acceleration of the vehicle model is determined, including: The steady-state gain of lateral acceleration is determined based on the vehicle speed, wheelbase, and desired axle side compliance. Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, center of mass front-rear position, and desired axle side compliance, determine the lateral acceleration oscillation characteristic parameters; The lateral acceleration is determined based on the steady-state gain of the lateral acceleration and the oscillation characteristic parameters of the lateral acceleration.

[0008] Optionally, determining the actual sideslip angle of the vehicle model based on the sideslip angle change and the simulation parameters includes: The initial sideslip angle is determined based on the simulation parameters; The initial sideslip angle is corrected based on the change in sideslip angle to obtain the actual sideslip angle.

[0009] Optionally, the operating parameters include: vehicle speed, wheelbase, front wheel steering angle, moment of inertia, and aft / rear position of the center of gravity. Determining the initial sideslip angle based on the simulation parameters includes: Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, front and rear positions of the center of gravity, and the desired axle side compliance, the yaw rate of the whole vehicle is determined. The initial sideslip angle is determined based on the front wheel steering angle, the vehicle yaw rate, the vehicle speed, and the front-rear position of the center of gravity.

[0010] Optionally, the step of controlling the vehicle model based on the actual sideslip angle to complete the simulation task includes: Based on the aforementioned operating parameters, determine the road surface information where the tires of the vehicle model are located and the vertical force on the vehicle body; Based on the road surface information, the vehicle body vertical force, and the actual sideslip angle, the tire force of the whole vehicle model is determined; The vehicle model completes the simulation task based on tire force control.

[0011] Optionally, the operating condition parameters include the model parameters of the vehicle model, the simulation task includes the simulation objective, and the step of controlling the vehicle model based on tire force to complete the simulation task includes: The vehicle model's dynamic performance is simulated under the tire force control to obtain simulation data of the vehicle model's dynamic performance. Determine whether the simulation data achieves the simulation objective; If not, adjust the model parameters and simulate the vehicle model again according to the adjusted operating parameters until the simulation target is achieved, thus confirming that the vehicle model has completed the simulation task.

[0012] According to a second aspect of the embodiments of this application, a vehicle dynamic performance simulation device is provided, comprising: The acquisition unit is used to acquire the simulation task of the whole vehicle model. The simulation task includes the simulation parameters required for the simulation, and the simulation parameters include the operating condition parameters and the desired axle side compliance. The first determining unit is used to determine the amount of change in the side slip angle based on the desired side slip compliance under the operating parameters. The second determining unit is used to determine the actual sideslip angle of the vehicle model based on the sideslip angle change and the simulation parameters. The simulation unit is used to control the vehicle model to complete the simulation task based on the actual sideslip angle.

[0013] According to a third aspect of the embodiments of this application, an electronic device is provided, including a memory and a processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle dynamic performance simulation method as described in the first aspect by running the program in the memory.

[0014] According to a fourth aspect of the embodiments of this application, a storage medium is provided, on which a computer program is stored, and when the computer program is run by a processor, it implements the vehicle dynamic performance simulation method as described in the first aspect.

[0015] According to a fifth aspect of the embodiments of this application, a computer program product is provided, including computer program instructions, which, when executed by a processor, cause the processor to perform the vehicle dynamic performance simulation method as described in the first aspect.

[0016] Compared with the prior art, the technical solution provided in this application has the following advantages: The method provided in this application obtains a simulation task of a whole vehicle model, the simulation task including simulation parameters required for simulation, the simulation parameters including operating parameters and desired axle side slip compliance; determines the change in side slip angle based on the desired axle side slip compliance under the operating parameters; determines the actual side slip angle of the whole vehicle model based on the change in side slip angle and the simulation parameters; and controls the whole vehicle model to complete the simulation task based on the actual side slip angle. Thus, by obtaining a simulation task containing operating parameters and desired axle side slip compliance, determining the change in side slip angle based on the desired axle side slip compliance, and correcting it to obtain the actual side slip angle, and then using the actual side slip angle to control the whole vehicle model to complete the simulation, the calculation of tire force can reflect the nonlinear mechanical characteristics of the tire, eliminating the fundamental error caused by using a geometric side slip angle that does not consider tire nonlinearity in traditional vehicle dynamics models, thereby effectively improving the accuracy and reliability of vehicle dynamics simulation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 A schematic diagram of the structure of a simulation platform is provided for one embodiment of this application.

[0019] Figure 2 A flowchart of a method for simulating the dynamic performance of a vehicle is provided for one embodiment of this application.

[0020] Figure 3 A flowchart of a method for simulating the dynamic performance of a vehicle is provided for another embodiment of this application.

[0021] Figure 4 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] Exemplary Implementation Environment The vehicle dynamic performance simulation method according to embodiments of this application can be executed by electronic devices such as terminal devices or servers. Terminal devices can be user equipment (UE), mobile devices, user terminals, terminals, cellular phones, cordless phones, personal digital assistants (PDAs), handheld devices, computing devices, in-vehicle devices, wearable devices, etc. Servers can be independent physical servers, server clusters composed of multiple physical servers, or cloud servers capable of cloud computing. This method can be implemented by a processor calling computer-readable program instructions stored in memory. This application uses the execution of the vehicle dynamic performance simulation method by a server as an example for explanation, but does not limit it.

[0024] This vehicle dynamics performance simulation method can also be applied to, for example... Figure 1 The simulation platform shown includes a working condition definition module, a driver module, a steering module, a road surface module, a dual-model coupled vehicle module (referred to as the vehicle module), and a post-processing module. The vehicle module integrates a suspension submodule, a tire submodule, a body submodule, and a lateral compliance submodule, and runs a vehicle dynamics model describing the vehicle's spatial motion.

[0025] The driving condition definition module is used to preset and edit the initial conditions and target driving conditions for the simulation task. This module typically consists of a set of Simulink signal sources or MATLAB scripts. Users can select preset standard driving conditions or custom driving conditions. After completion, input signals (such as steering wheel angle, acceleration, and braking torque) are obtained and used as the desired input sources for the entire simulation system. It can output target path signals and steering wheel torque command signals. The target path signal is transmitted to the driver module, while the steering wheel torque command signal is simultaneously provided to both the driver module and the electric power steering module.

[0026] The driver module is primarily used to simulate driver behavior. Its core task is to control the vehicle to travel at the target speed set by the operating condition definition module. It receives the target path and the vehicle's current state (from the vehicle module, such as longitudinal speed) from the operating condition definition module, calculates the deviation between the current position and the target position, and the deviation between the current speed and the target speed. Through a closed-loop controller (e.g., PID control), it calculates the drive motor torque required to minimize the deviation and outputs this motor torque to the vehicle module.

[0027] The steering module simulates the function of an electric power steering system, providing appropriate assistance based on steering wheel torque and vehicle speed. This module receives steering wheel torque commands from the operating condition definition module and vehicle speed signals from the vehicle module. Its internal assist characteristic MAP defines the assist current and torque that the power steering motor should provide under different vehicle speeds and steering wheel torques. The steering wheel angle is calculated using a mathematical model of the steering shaft and steering wheel, serving as input to the vehicle model.

[0028] The road surface module generates road contour information and simulates the impact of different road surfaces on vehicle excitation. It can use a time-domain filtered white noise model to generate a signal showing the time and spatial variation of road surface elevation that meets standard standards, and simultaneously transmit this signal to the suspension submodule and the tire submodule.

[0029] The vehicle module receives torque signals from the driver module, steering wheel angle signals from the steering module, and road surface signals from the road surface module. It then solves the vehicle dynamics equations to obtain the vehicle's motion state, including longitudinal, lateral, vertical, roll, pitch, and yaw movements of the vehicle body, as well as the rotation and hop movements of each wheel. The vehicle state signals output by the vehicle module are fed back to the driver module and steering module, forming a closed-loop driver-steering-vehicle control circuit.

[0030] The lateral compliance submodule is used at the start of the simulation loop to adjust the vehicle's current state (velocity V, lateral acceleration) based on the current vehicle state. (etc.), current front and rear axle lateral compliance and The value is calculated in real time, taking into account all parameters of the reconstructed two-degree-of-freedom model. This is based on the desired front wheel steering angle input. The ideal yaw rate is calculated using the new transfer function. , centroid side slip angle and lateral acceleration This allows us to derive the initial slip angle, compensate for the actual slip angle calculated directly from geometric relationships, and then calculate the tire force.

[0031] The vehicle body submodule is used to simulate the complex motion of a vehicle in space. It defines fourteen degrees of freedom for the vehicle's motion, including: body: longitudinal, lateral, vertical, roll, pitch, and yaw (6 degrees of freedom); four wheels: rotation about their respective axes of rotation (4 degrees of freedom); and vertical sway relative to the body (4 degrees of freedom). This module receives steering wheel torque and steering wheel angle signals from the steering module, wheel torque signals from the driver module, tire forces from the tire module, and suspension forces from the suspension module. It calculates all motion states of the vehicle (e.g., position, velocity, acceleration, angle, angular velocity, etc.).

[0032] The suspension submodule takes the relative displacement and relative velocity between the wheels and the vehicle body as input, and calculates the vertical suspension force acting on the vehicle body based on pre-calibrated stiffness and damping characteristic curves. The tire submodule calculates the tire's six components of force based on inputs such as tire slip ratio, sideslip angle, vertical load, camber angle, and road adhesion coefficient, using a pre-defined tire mechanics model.

[0033] The tire submodule is used to accurately calculate various forces and moments generated by the tire's contact with the ground. It employs the Magic Formula Pacejka model. Taking the tire's slip ratio, sideslip angle, vertical load, camber angle, and adhesion coefficient from the road module as inputs, it outputs tire forces, including longitudinal forces, lateral forces, and self-aligning torque. These tire forces can also be sent to the steering model to control the vehicle's steering and turning angle. The sideslip angle input to this module is corrected, introducing an effective sideslip angle compensation. The Pacejka model calculates tire forces based on the corrected sideslip angle, enabling the generated tire forces to guide the vehicle to exhibit target understeer characteristics, aiming to make the vehicle's dynamic response approach the ideal two-degree-of-freedom model response defined by the target sideslip compliance.

[0034] The post-processing module is used to automatically analyze data and output key performance indicators and charts after the simulation is completed. It is triggered after the simulation task is completed, automatically reads the vehicle state data recorded during the simulation, calculates handling and stability performance parameters according to preset evaluation indicators, and generates charts and reports.

[0035] When the simulation platform begins simulation, the user first sets the target driving conditions (such as double lane change, serpentine maneuver, step turn, etc.) in the condition definition module. The driver module calculates the required steering wheel torque command based on the conditions to reduce tracking errors. The steering module transmits the torque as one of the inputs to the vehicle module. Simultaneously, the road surface module generates the current road surface excitation information in real time. The tire submodule is responsible for calculating the six components of force generated by the tire contacting the road surface. The suspension submodule calculates the suspension forces acting on the vehicle body based on the wheel bounce, affecting the vehicle's vertical and lateral motion. The vehicle module integrates all inputs (steering, throttle, braking, road surface) to solve the vehicle's highly nonlinear dynamic equations and outputs a comprehensive vehicle state response (such as position, attitude, speed, acceleration, etc.).

[0036] Once a simulation of a driving condition is completed, the post-processing module is automatically triggered. This module accesses the data generated by the simulation, executes a preset data processing script, automatically calculates a series of vehicle dynamics evaluation indicators (such as yaw rate gain, lateral acceleration response time, vehicle roll angle, etc.), and generates standardized charts and reports.

[0037] Exemplary methods Please see Figure 2In one exemplary embodiment, a method for simulating the dynamic performance of a vehicle is provided, comprising: Step 201: Obtain the simulation task of the whole vehicle model.

[0038] The simulation task includes the simulation parameters required for the simulation, which include operating parameters and desired shaft side compliance.

[0039] In some embodiments, the simulation task can be predefined by the user through an interactive interface or script. Simulation parameters are used to determine the specific test scenario and target response characteristics of the vehicle model. Operating parameters may include, but are not limited to, information such as the target driving path, vehicle speed, initial vehicle attitude, and road surface type. The desired axle side compliance is a user-defined quantitative parameter characterizing the understeer characteristics of the vehicle.

[0040] The aforementioned operating condition parameters may include parameters corresponding to the test conditions selected by the user. For example, test conditions may include steady-state rotation, step, pulse, center steering, and steering return to center. Different test conditions have corresponding test parameters, including vehicle speed, steering wheel angle, acceleration, and braking torque. Operating condition parameters may also include model parameters configured for the vehicle model to achieve the simulation task, such as wheelbase, front wheel angle, moment of inertia, and front / rear position of the center of gravity in the vehicle model.

[0041] Axle side compliance can be defined as the derivative of the axle slip angle with respect to lateral acceleration. Desired axle side compliance includes desired front axle side compliance and desired rear axle side compliance. For the front axle, front axle side compliance equals the front axle slip angle divided by lateral acceleration; for the rear axle, rear axle side compliance equals the rear axle slip angle divided by lateral acceleration. By introducing this parameter, the dependence of traditional models on constant tire side stiffness can be eliminated, thus allowing the suspension handling and stability design objectives to be directly incorporated into the simulation model.

[0042] As a specific implementation, the simulation task can include a script file that specifies the simulation condition as steady-state rotation and sets the front axle side compliance value to 0.003 rad / (m / s²) and the rear axle side compliance value to 0.002 rad / (m / s²). More generally, the desired axle side compliance can be determined by querying a mapping table associated with the understeer target value, or it can be automatically generated by an optimization algorithm. The simulation task can be obtained by reading a locally stored configuration file or by receiving it from a network; this embodiment does not limit the method.

[0043] Step 202: Determine the change in side slip angle based on the desired side slip compliance under the stated operating parameters.

[0044] In some embodiments, after acquiring the simulation task, based on the current operating parameters and the user-specified desired axle slip compliance, the amount of compensation required for the original geometric slip angle to achieve the desired characteristic is calculated, i.e., the slip angle change. This slip angle change reflects the slip angle difference caused by the tire's nonlinear mechanical characteristics, which cannot be reflected by geometric relationships alone.

[0045] Step 203: Determine the actual sideslip angle of the vehicle model based on the change in sideslip angle and the simulation parameters.

[0046] In some embodiments, the theoretical slip angle of the whole vehicle model can be determined using simulation parameters. Considering the difference in slip angle caused by the nonlinear mechanical characteristics of the tire, the actual slip angle of the whole vehicle model can be determined using the slip angle change and the theoretical slip angle determined by the simulation parameters.

[0047] By superimposing the change in sideslip angle with the initial sideslip angle, the simulation platform can incorporate tire nonlinear characteristics into the sideslip angle signal while maintaining the ability to describe the suspension and vehicle motion with a high degree of freedom. This makes the subsequent tire force calculation more physically reasonable and achieves a coordinated match between the high degree of freedom model and the target handling and stability characteristics.

[0048] Step 204: Control the vehicle model based on the actual sideslip angle to complete the simulation task.

[0049] In some embodiments, after determining the actual sideslip angle, the actual sideslip angle is used as one of the main inputs for tire force query to drive the vehicle model to perform state updates and motion calculations until the simulation task ends.

[0050] By using the change in the slip angle as the basis for compensation of the actual slip angle, the actual slip angle used carries the tire's nonlinear information, which enables the vehicle model to effectively solve the problem of the disconnect between the simulation of handling and stability performance and the target characteristics in related technologies while ensuring the simulation accuracy of complex working conditions.

[0051] In an optional embodiment, determining the change in sideslip angle based on the desired sidelip compliance under the operating parameters includes: Based on the operating parameters and the desired axle side compliance, the lateral acceleration of the vehicle model is determined. The change in the sideslip angle is determined based on the lateral acceleration and the desired axial sideslip compliance.

[0052] In some embodiments, the two-degree-of-freedom model in the whole vehicle model can be improved. The improved two-degree-of-freedom model can be used to calculate the lateral acceleration by taking the operating parameters and the desired axle slip compliance as inputs. Then, the change in the slip angle can be obtained based on the product of the lateral acceleration and the desired axle slip compliance.

[0053] In an optional embodiment, the operating parameters include: vehicle speed, wheelbase, front wheel steering angle, moment of inertia, and front-rear position of the center of gravity; Based on the aforementioned operating parameters and desired axle side compliance, the lateral acceleration of the vehicle model is determined, including: The steady-state gain of lateral acceleration is determined based on the vehicle speed, wheelbase, and desired axle side compliance. Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, center of mass front-rear position, and desired axle side compliance, determine the lateral acceleration oscillation characteristic parameters; The lateral acceleration is determined based on the steady-state gain of the lateral acceleration and the oscillation characteristic parameters of the lateral acceleration.

[0054] In some embodiments, the corresponding differential equation for a two-degree-of-freedom model is: ; Where m represents the total vehicle mass. Indicates vehicle speed. Indicates the front axle lateral stiffness. Indicates the rear axle lateral stiffness. Indicates the vehicle's center of gravity sideslip angle. Indicates the front wheel steering angle. Indicates the distance from the center of gravity to the front axle. This represents the distance from the center of gravity to the rear axle. This represents the moment of inertia of the entire vehicle. It represents the yaw rate, and the mark "·" above it indicates the derivative of the quantity shown.

[0055] Applying the Laplace transform to the above differential equation under zero initial conditions yields: ; ; ; in, Indicates wheelbase. Represents the Laplace constant. K represents the stability factor. K>0 indicates understeering; K=0 indicates neutral steering; K<0 indicates oversteering.

[0056] By defining lateral acceleration , , , , , .

[0057] in, Indicates the lateral acceleration coefficient. Represents gravitational acceleration. Indicates front axle lateral compliance. Indicates the rear axle lateral compliance. express and A general term, express and A general term, and These represent the actual left anterior side slip angle and the actual right anterior side slip angle, respectively. and These represent the actual left rear sideslip angle and the actual right rear sideslip angle, respectively.

[0058] Based on the above definition, the coefficients of the two-degree-of-freedom transfer function model are rewritten, and its stability factor is determined. Front and rear tire lateral stiffness , The understeer characteristics are expressed using front and rear axle lateral compliance. From this, the transfer functions describing yaw rate, center-of-gravity slip angle, and lateral acceleration with respect to the front wheel steering angle δ, expressed in terms of lateral compliance, can be re-derived, thus specifying a slight understeer characteristic for the vehicle. During simulation, the understeer characteristic management submodule calculates the compensation amount in real time and transmits it to the tire model.

[0059] Furthermore, by transforming the above formula, we obtain the following formula: Formula (1); Formula (2); Formula (3); In formula (1), , = , , , = ;In formula (2), = , , , ;In formula (3), , , = , = .

[0060] The corresponding result is obtained through calculation. , , , Then, based on the calculations, the lateral acceleration oscillation characteristic parameters are determined, and the steady-state gain of the lateral acceleration is obtained. and lateral acceleration oscillation characteristic parameters Substituting this into the above formula (1), the lateral acceleration can be calculated. .

[0061] Similarly, by substituting the simulation parameters into the above formulas (2) and (3), the vehicle's center of gravity sideslip angle β and yaw rate r can be calculated respectively.

[0062] In an optional embodiment, determining the actual sideslip angle of the vehicle model based on the sideslip angle change and the simulation parameters includes: The initial sideslip angle is determined based on the simulation parameters; The initial sideslip angle is corrected based on the change in sideslip angle to obtain the actual sideslip angle.

[0063] In some embodiments, the initial slip angle (i.e. the theoretical slip angle mentioned above) is determined using simulation parameters. Considering the nonlinear mechanical characteristics of the tire itself during the simulation, the initial slip angle is corrected by the calculated change in slip angle. For example, the actual slip angle can be obtained by calculating the sum of the two.

[0064] In an optional embodiment, the operating parameters include: vehicle speed, wheelbase, front wheel steering angle, moment of inertia, and aft / rear position of the center of gravity. Determining the initial sideslip angle based on the simulation parameters includes: Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, front and rear positions of the center of gravity, and the desired axle side compliance, the yaw rate of the whole vehicle is determined. The initial sideslip angle is determined based on the front wheel steering angle, the vehicle yaw rate, the vehicle speed, and the front-rear position of the center of gravity.

[0065] In some embodiments, based on the above-mentioned related embodiments, the yaw rate r can be determined by formula (3), and then the initial sideslip angle can be calculated by formulas (4) to (7).

[0066] Formula (4); Formula (5); Formula (6); Formula (7); in, Indicates the initial left anterior lateral slip angle. Indicates the initial right anterior sideslip angle. Indicates the initial left rear sideslip angle. Indicates the initial right rear sideslip angle. Indicates lateral vehicle speed. Indicates longitudinal vehicle speed, Indicates yaw rate. Indicates wheel track.

[0067] Furthermore, after calculating the initial sideslip angle, the actual sideslip angle can be calculated using the following formulas (8) to (11).

[0068] Formula (8); Formula (9); Formula (10); Formula (11); in, This indicates the change in the left anterior deflection angle. This indicates the change in the right anterior deflection angle. This indicates the change in the left rearward deflection angle. This indicates the change in the right rear deflection angle.

[0069] In one optional embodiment, the step of controlling the vehicle model based on the actual sideslip angle to complete the simulation task includes: Based on the aforementioned operating parameters, determine the road surface information where the tires of the vehicle model are located and the vertical force on the vehicle body; Based on the road surface information, the vehicle body vertical force, and the actual sideslip angle, the tire force of the whole vehicle model is determined; The vehicle model completes the simulation task based on tire force control.

[0070] In some embodiments, the tire force of the vehicle model is obtained based on the determined road surface information, the vertical force of the vehicle body, and the actual sideslip angle, so that the generated tire force can guide the vehicle to exhibit understeer characteristics, thereby enabling the vehicle model to complete the simulation task.

[0071] The vertical force on the vehicle body can be calculated using the suspension submodule within the vehicle model. This submodule calculates the forces acting on the vehicle body due to wheel bounce. Its working principle involves using the relative displacement and velocity between the wheels and the vehicle body as input, and calculating the vertical force (Fz) exerted by the suspension on the vehicle body based on the characteristic curves of the suspension stiffness K and damping coefficient C. This vertical force is a crucial input in the 14-DOF model, affecting the vehicle's vertical, roll, and pitch motions.

[0072] Road surface information can be calculated through the road surface module in the vehicle model. This module generates road contour information and simulates the impact of different road surfaces on vehicle excitation. Its working principle involves using a road surface unevenness time-domain filtered white noise generation model to generate a standard random road surface (such as Class A or Class B road surfaces), outputting a signal showing the change in road surface elevation over time and space to obtain road surface information, which is then transmitted to the suspension and tire modules. This road surface information may include, but is not limited to, the road adhesion coefficient.

[0073] Furthermore, tire forces can be calculated through the tire model submodule within the vehicle model. This module accurately calculates various forces and moments generated by the tire's contact with the ground. It employs the Magic Formula Pacejka model. This Pacejka model takes the tire's slip ratio, sideslip angle, vertical load, camber angle, and adhesion coefficient from the road surface module as inputs, and outputs precise tire forces (such as longitudinal force, lateral force, and self-aligning torque). The Pacejka model calculates tire forces based on a corrected sideslip angle, thereby enabling the generated tire forces to guide the vehicle to exhibit target understeer characteristics, aiming to make the vehicle's dynamic response approach the ideal two-degree-of-freedom model response defined by the target sideslip compliance.

[0074] The simulation of the whole vehicle model can be automatically executed through the Simulink simulation tool's stop callback function (StopFcn) or manually triggered. After the simulation task is completed, the data generated by the Simulink simulation can be read and automatically post-processed, such as evaluating the simulation results.

[0075] In an optional embodiment, the operating condition parameters include the model parameters of the vehicle model, the simulation task includes the simulation objective, and the step of controlling the vehicle model based on tire force to complete the simulation task includes: The vehicle model's dynamic performance is simulated under the tire force control to obtain simulation data of the vehicle model's dynamic performance. Determine whether the simulation data achieves the simulation objective; If not, adjust the model parameters in the operating condition parameters, and simulate the vehicle model again according to the adjusted operating condition parameters until the simulation target is achieved, thus confirming that the vehicle model has completed the simulation task.

[0076] In some embodiments, simulation data may include, but is not limited to, steering performance parameters, braking performance parameters, and power performance parameters of the entire vehicle. By setting a simulation target corresponding to the simulation task, the obtained simulation data is compared with the simulation target to determine whether the simulation data has achieved the simulation target. If it has not been achieved, it indicates that the model parameters set for the vehicle model may be unreasonable. Therefore, the model parameters can be adjusted, and the adjusted vehicle model is simulated according to the adjusted operating parameters. The simulation result is then judged again to determine whether the simulation target has been achieved. If the simulation target has been achieved, it can be determined that the vehicle model has completed the simulation task.

[0077] Understandably, to ensure the accuracy of simulation results, the determination of whether the simulation data has achieved the simulation objective can be made by confirming that the vehicle model has completed the simulation task if the simulation data obtained from multiple simulations all meet the simulation objective.

[0078] The vehicle dynamic performance simulation method of this application enables the simulation platform to have the forward design capability of setting target understeer, automatically generating corresponding lateral compliance, and automatically adjusting tire / suspension parameters, thereby improving the consistency between simulation results and actual vehicle handling feel, improving the prediction accuracy of steering stability under extreme conditions, and providing direct and quantifiable performance target input for electronic control system calibration.

[0079] In one specific embodiment, the vehicle dynamic performance simulation method of this application is described in [reference needed]. Figure 3 ,include: Start the Simulink software and open the vehicle simulation platform model. Pre-set simulation conditions, including steady-state rotation, step, impulse, center steering, and steering return. Configure simulation conditions by setting vehicle speed, steering wheel angle, road surface, and vehicle parameters. Users can select the simulation condition through the relevant input interface and input target parameters (front and rear axle side slip compliance [D_f_des] and [D_r_des]). Based on the input target parameters and set condition parameters, input them into the two-DOF and fourteen-DOF models to determine the lateral acceleration ([a_y]) and initial side slip angle (α_geometric_f and α_geometric_r). Then, based on the understeer module, calculate the change in side slip angle using the input target parameters and lateral acceleration. f_ideal and The PID controller corrects the error between the initial and actual sideslip angles. Based on the initial sideslip angle and the change in sideslip angle, the actual sideslip angle ([α_corrected]) is calculated. The actual sideslip angle is then input into the tire model to calculate the tire force (F = f(α_corrected, Fz, μ)), which is then fed back to the 14-DOF model to control the vehicle model to complete the simulation task. By calling the post-processing program, images and index results are automatically generated, and it is determined whether the simulation goal has been achieved. If not, the vehicle parameters are adjusted and the simulation is repeated. If the simulation goal is achieved, the simulation task ends.

[0080] The vehicle dynamics simulation method provided in this application is an innovative vehicle dynamics modeling method that can scientifically decompose handling and stability performance prediction and suspension performance into key indicators, thereby guiding the design optimization of the suspension system. It employs the engineering integration of high-precision models, deeply integrating and engineering-implementing the vehicle model, tire model, steering model, and driver model within the Simulink environment. This combination ensures both model complexity and accuracy while maintaining simulation computational efficiency, realistically reproducing the comprehensive dynamic response of the vehicle, including body motion, suspension K&C (Kinematic and Compliance Kinematics) characteristics, and tire nonlinear characteristics, making it particularly suitable for predicting extreme operating conditions. Furthermore, it optimizes and extends the classical dynamics model theory, introducing a vehicle dynamics modeling method based on axle-side compliance. This innovatively rewrites the classic two-degree-of-freedom model and uses its output to correct the fourteen-degree-of-freedom model, enabling the simulation platform to directly incorporate ideal understeer characteristics, significantly improving the accuracy of vehicle dynamics simulation under all operating conditions.

[0081] Exemplary device Accordingly, this application also provides a vehicle dynamic performance simulation device, including: The acquisition unit is used to acquire the simulation task of the whole vehicle model. The simulation task includes the simulation parameters required for the simulation, and the simulation parameters include the operating condition parameters and the desired axle side compliance. The first determining unit is used to determine the amount of change in the side slip angle based on the desired side slip compliance under the operating parameters. The second determining unit is used to determine the actual sideslip angle of the vehicle model based on the sideslip angle change and the simulation parameters. The simulation unit is used to control the vehicle model to complete the simulation task based on the actual sideslip angle.

[0082] The vehicle power performance simulation device provided in this embodiment belongs to the same application concept as the vehicle power performance simulation method provided in the above embodiments of this application. It can execute the method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle power performance simulation method provided in the above embodiments of this application, and will not be repeated here.

[0083] The functions implemented by each unit in the above-mentioned vehicle dynamic performance simulation device can be implemented by the same or different processors, and this application embodiment does not limit this.

[0084] It should be understood that each unit in the above device can be implemented by a processor calling software. For example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be a general-purpose processor, such as a CPU or microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. By designing the hardware circuits, some or all of the unit functions can be implemented. The hardware circuits can be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units are implemented by designing the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a PLD, such as an FPGA, which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files to implement the functions of some or all of the above units. All units in the above device can be implemented entirely by a processor calling software, entirely by hardware circuits, or partially by a processor calling software with the remaining parts implemented by hardware circuits.

[0085] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, GPU, or DSP. In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, or DPU.

[0086] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0087] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a System-on-Chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0088] Exemplary electronic devices Another embodiment of this application also provides an electronic device, see [link to relevant documentation] Figure 4 As shown, the device includes: Memory 400 and processor 410; The memory 400 is connected to the processor 410 and is used to store programs; The processor 410 is used to implement the vehicle dynamic performance simulation method disclosed in any of the above embodiments by running the program stored in the memory 400.

[0089] Specifically, the aforementioned vehicle dynamic performance simulation equipment may also include: a bus, a communication interface 420, an input device 430, and an output device 440.

[0090] The processor 410, memory 400, communication interface 420, input device 430, and output device 440 are interconnected via a bus. Among them: A bus can include a pathway for transmitting information between various components of a computer system.

[0091] The processor 410 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0092] Processor 410 may include a main processor, as well as a baseband chip, modem, etc.

[0093] The memory 400 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 400 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0094] Input device 430 may include a device for receiving user input data and information, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0095] Output device 440 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0096] The communication interface 420 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0097] The processor 410 executes the program stored in the memory 400 and calls other devices, which can be used to implement any of the steps of the whole vehicle power performance simulation method provided in the above embodiments of this application.

[0098] Exemplary computer program products and storage media In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle dynamic performance simulation method according to various embodiments of this application as described in any of the above embodiments of this specification.

[0099] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0100] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor using the steps of the vehicle dynamic performance simulation method according to various embodiments of this application described above. Specifically, the following steps can be implemented: The simulation task of obtaining the whole vehicle model includes the simulation parameters required for the simulation, including the operating condition parameters and the desired axle side compliance. Determine the change in side slip angle based on the desired side slip compliance under the stated operating parameters; The actual sideslip angle of the vehicle model is determined based on the change in sideslip angle and the simulation parameters. The simulation task is completed by controlling the vehicle model based on the actual sideslip angle.

[0101] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0102] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0103] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0104] The modules and sub-modules in the apparatus and terminal in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0105] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0106] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0107] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or in the form of software functional modules or sub-modules.

[0108] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. 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.

[0109] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0110] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0111] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for simulating the dynamic performance of a vehicle, characterized in that, include: The simulation task of obtaining the whole vehicle model includes the simulation parameters required for the simulation, including the operating parameters and the desired axle side compliance. Determine the change in side slip angle based on the desired side slip compliance under the stated operating parameters; The actual sideslip angle of the vehicle model is determined based on the change in sideslip angle and the simulation parameters. The simulation task is completed by controlling the vehicle model based on the actual sideslip angle.

2. The method according to claim 1, characterized in that, The determination of the change in sideslip angle based on the desired sidelip compliance under the operating parameters includes: Based on the operating parameters and the desired axle side compliance, the lateral acceleration of the vehicle model is determined. The change in the sideslip angle is determined based on the lateral acceleration and the desired axial sideslip compliance.

3. The method according to claim 2, characterized in that, The operating parameters include: vehicle speed, wheelbase, front wheel angle, moment of inertia, and front-rear position of the center of gravity. Based on the aforementioned operating parameters and desired axle side compliance, the lateral acceleration of the vehicle model is determined, including: The steady-state gain of lateral acceleration is determined based on the vehicle speed, wheelbase, and desired axle side compliance. Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, center of mass front-rear position, and desired axle side compliance, determine the lateral acceleration oscillation characteristic parameters; The lateral acceleration is determined based on the steady-state gain of the lateral acceleration and the oscillation characteristic parameters of the lateral acceleration.

4. The method according to claim 1, characterized in that, Determining the actual sideslip angle of the vehicle model based on the sideslip angle change and the simulation parameters includes: The initial sideslip angle is determined based on the simulation parameters; The initial sideslip angle is corrected based on the change in sideslip angle to obtain the actual sideslip angle.

5. The method according to claim 4, characterized in that, The operating parameters include: vehicle speed, wheelbase, front wheel steering angle, moment of inertia, and fore-and-aft position of the center of gravity. Determining the initial sideslip angle based on these simulation parameters includes: Based on the vehicle speed, wheelbase, front wheel angle, moment of inertia, front and rear positions of the center of gravity, and the desired axle side compliance, the yaw rate of the whole vehicle is determined. The initial sideslip angle is determined based on the front wheel steering angle, the vehicle yaw rate, the vehicle speed, and the front-rear position of the center of gravity.

6. The method according to claim 1, characterized in that, The simulation task, based on the actual sideslip angle control of the vehicle model, includes: Based on the aforementioned operating parameters, determine the road surface information where the tires of the vehicle model are located and the vertical force on the vehicle body; Based on the road surface information, the vehicle body vertical force, and the actual sideslip angle, the tire force of the whole vehicle model is determined; The vehicle model completes the simulation task based on tire force control.

7. The method according to claim 6, characterized in that, The operating parameters include the model parameters of the vehicle model, the simulation task includes the simulation objective, and the step of controlling the vehicle model based on tire force to complete the simulation task includes: The vehicle model's dynamic performance is simulated under the tire force control to obtain simulation data of the vehicle model's dynamic performance. Determine whether the simulation data achieves the simulation objective; If not, adjust the model parameters and simulate the vehicle model again according to the adjusted operating parameters until the simulation target is achieved, thus confirming that the vehicle model has completed the simulation task.

8. An electronic device, characterized in that, Including memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle dynamic performance simulation method as described in any one of claims 1 to 7 by running the program in the memory.

9. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the vehicle dynamic performance simulation method as described in any one of claims 1 to 7.

10. A computer program product, characterized in that, include: Computer program instructions, when executed by a processor, cause the processor to perform the vehicle dynamic performance simulation method as described in any one of claims 1 to 7.

Images