CN108202573A - A kind of automobile chassis bush matching process based on stiffness matrix - Google Patents
A kind of automobile chassis bush matching process based on stiffness matrix Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
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- B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis
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Abstract
A kind of automobile chassis bush matching process based on stiffness matrix, is related to automobile chassis system.For determining for each bushing rigidity of suspension,Accurately give to meet object elastic kinematics performance,Each bushing rigidity all possible combinations in chassis,This method is improved when bushing is chosen empirically,Based on single part,Lack the present situation recognized chassis liner system,Avoid the trial and error repeatedly during the suspension bushes matching of chassis,Greatly reduce experiment,Optimize suspension exploitation matching flow,Great amount of cost can be above saved in application,The virtual prototype development trend of current automobile research is also met simultaneously,Real vehicle, which need not be made, to provide directivity control to the elastokinematics performance of chassis suspension,Shorten the suspension matching system time,Accelerate automobile research flow,And it can realize the optimal solution for reaching given object elastic kinematics performance by minimum bushing,Eliminate the possibility design redundancy of chassis suspension bushes design phase,Integral vehicle cost is saved.
Description
Technical field
The present invention relates to automobile chassis system, more particularly to a kind of automobile chassis bush match party based on stiffness matrix
Method.
Background technology
Chassis is one of four big core systems of automobile, and the matching of chassis system is the core content and hardly possible of automobile research
Point.The quality of automobile chassis performance directly affects the ride quality of automobile.And as the principal assembly of chassis system, suspension it is good
Bad is the most critical factor for influencing automobile ride and control stability.Vehicle performance is developed in the matching of each bushing of chassis suspension
It is most important.
For a long time, the matching of suspension exploitation is all concentrated on for the main spring of suspension, the matching of damper and stabiliser bar,
And the matching work that significant each rubber bushing of suspension is influenced on automotive suspension performance is not complete enough, reason is mainly chassis
Bushing quantity is more and angular position relative is complicated, can reach 5 or more according to the unilateral bushing of different suspensions of suspension frame structure form, and
Each bushing rigidity intercouples, collective effect, influences chassis performance, therefore bushing is in automobile research stage chassis suspension matching system
The improvement of chassis suspension flexibility kinematics performance cannot be realized by simply changing single bushing rigidity, cause matching be difficult into
Row.The action principle of bushing is by each bushing synergy in chassis, provides suitable rigidity, makes automobile chassis in road traveling
When, road surface gives tire and is transmitted to each of vehicle body by suspension to be unlikely to too acutely, to ensure ride performance, together to excitation
When not to vehicle control stability generate harm.Since suspension form is had nothing in common with each other, bushing number is also variant, is needed in matching
Consider using each bushing rigidity as a system.In existing method, simple carries out subjective and objective test by making exemplar
Method again it is extremely time-consuming and laborious, and when bushing matches more apply mechanically the similar competing product vehicle bushing rigidity of structure type, this exploitation side
Formula is obviously difficult to satisfactory.
Invention content
In view of the deficienciess of the prior art, the object of the present invention is to provide a kind of automobile chassis linings based on stiffness matrix
Cover matching process, reasonable design.
The technical solution adopted in the present invention is：A kind of automobile chassis bush matching process based on stiffness matrix, skill
Art main points are：
A automobile is selected to obtain the rigidity of the vehicle chassis system of the Standard of vehicle as Standard of vehicle；According to vehicle
The rigidity of chassis system obtains each to rigidity of each bushing in chassis；The rigidity of each chassis bushing itself of acquisition is applied to
Other vehicles, further obtain the rigidity of the vehicle vehicle chassis system, if reaching the rigidity on the vehicle chassis of selected vehicle
It is required that then each chassis bushing of the vehicle is qualified.
The rigidity of the vehicle chassis system is obtained by establishing vehicle chassis suspension core wheel stiffness matrix；Vehicle chassis
Suspension core wheel stiffness matrix is obtained by way of based on the K＆C of target vehicle experiments or simulation virtual K＆C experiments.
Each bushing in acquisition chassis it is each to rigidity be by establishing vehicle chassis suspension bushes core wheel stiffness matrix
Mode obtain, specially：Vehicle chassis suspension core wheel stiffness matrix should be obtained first, then remove the main spring of suspension to influence, i.e.,
Vehicle chassis suspension bushes core wheel stiffness matrix can be obtained；Secondly, rigidity square of all bushings under core wheel coordinate system will be obtained
Battle array summation, it is equal with selected vehicle chassis suspension bushes core wheel stiffness matrix to list equation, it calculates and obtains each bushing rigidity.
The vehicle chassis suspension core wheel stiffness matrix is that loading direction meets suspension core wheel respectively at wheel disk
It the unit displacement of the lines of each principal direction and is obtained under coordinate system to unit angular displacement around each principal direction of suspension core wheel coordinate system；Core wheel
Three principal directions of coordinate system be defined as the first principal direction horizontal plane from headstock be directed toward the tailstock, third principal direction straight up and
Second principal direction meets the right-hand rule in the horizontal plane, specially：Using core wheel coordinate system, and respectively along each principal direction of coordinate system
And apply unit displacement excitation, and core wheel coordinate system is measured respectively to response power in suspension core wheel around each principal direction of the coordinate system, lead to
It crosses matrix operation and acquires selected vehicle chassis suspension core wheel stiffness matrix；Again by each bushing locations in chassis using core wheel as origin,
The bushing coordinate system identical with vehicle coordinate system direction is established, obtains each bushing locations coordinate, it will be all by coordinate transform
Bushing rigidity is converted into bushing coordinate system.
When bushing local coordinate system is chosen, according to bush structure, using bushing elastic centre point as origin.
The main spring of the removal suspension influences, and refers to selection by the third line third in the suspension core wheel stiffness matrix of vehicle chassis
It is acquired under the rigidity value of row, i.e. core wheel coordinate system by the vertical direction force-responsive at core wheel during the displacement excitation of vertical direction
Rigidity, the equivalent rigidity in core wheel coordinate system of the main spring of suspension is cut with this rigidity value can obtain each to firm of each bushing in chassis
Degree.
Each bushing in chassis is set respectively to rigidity as linear rigidity.
Judge whether the rigidity of the vehicle vehicle chassis system obtained reaches the rigidity requirement on the vehicle chassis of Standard of vehicle,
Process is as follows：The rigidity of each chassis bushing all directions of acquisition is applied to vehicle to be matched, and carries out experiment acquisition and is somebody's turn to do
Vehicle vehicle chassis suspension bushes core wheel stiffness matrix, if meeting ideal vehicle chassis suspension bushes core wheel stiffness matrix,
Each chassis bushing matching of the vehicle is completed.
The beneficial effects of the invention are as follows：The automobile chassis bush matching process based on stiffness matrix, respectively serves as a contrast suspension
Determining for rigidity is covered, accurately gives to meet object elastic kinematics performance, each bushing rigidity all possible combinations in chassis,
This method improve when bushing is chosen empirically, based on single part, lack and chassis liner system understanding showed
Shape avoids the trial and error repeatedly during the suspension bushes matching of chassis, greatly reduces experiment, optimizes suspension exploitation matching flow,
Great amount of cost can be above saved, while also meet the virtual prototype development trend of current automobile research in application, without doing
Directivity control can be provided to the elastokinematics performance of chassis suspension by going out real vehicle, shortened the suspension matching system time, accelerated
Automobile research flow, and can realize the optimal solution for reaching given object elastic kinematics performance by minimum bushing, it rejects
The possibility design redundancy of chassis suspension bushes design phases, has saved integral vehicle cost.
Description of the drawings
It in order to illustrate more clearly about the embodiment of the present invention or technical scheme of the prior art, below will be to institute in embodiment
Attached drawing to be used is needed to be briefly described, it should be apparent that, the accompanying drawings in the following description is only some implementations of the present invention
Example, for those of ordinary skill in the art, without creative efforts, can also obtain according to these attached drawings
Other attached drawings.
Fig. 1 is the flow chart of the automobile chassis bush matching process based on stiffness matrix in the embodiment of the present invention.
Fig. 2 is the suspension core wheel coordinate system of the automobile chassis bush matching process based on stiffness matrix in the embodiment of the present invention
Schematic diagram；
Fig. 3 is the suspension geometry lever ratio of the automobile chassis bush matching process based on stiffness matrix in the embodiment of the present invention
Schematic diagram；
Fig. 4 is the bushing local coordinate system of the automobile chassis bush matching process based on stiffness matrix in the embodiment of the present invention
Schematic diagram.
Specific embodiment
Enable the above objects, features and advantages of the present invention more obvious understandable, below in conjunction with the accompanying drawings 1~4 and specific
The present invention is described in further detail for embodiment.
Embodiment 1：
The automobile chassis bush matching process based on stiffness matrix in the present embodiment, flow as shown in Figure 1, including with
Lower step：
Step 101, a automobile is selected to obtain the rigidity of the vehicle chassis system of the Standard of vehicle as Standard of vehicle.
The present embodiment obtains the vehicle chassis suspension core wheel stiffness matrix of the vehicle by obtaining selected vehicle, due to chassis suspension
Symmetry, the matrix consider all bushings of suspension unilateral side, obtain selected vehicle chassis suspension core wheel stiffness matrix, specific mistake
Cheng Wei：
First according to the market survey by early period, the performance indicator that chassis bushing needs to be matched meet is proposed, and
Chassis elastokinematics performance objective vehicle is selected on this basis, to suspension flexibility kinematics under different target is oriented in design
Performance has different requirements, such as in low speed passenger traffic vehicle, high speed limit handling stability can be required relatively low, but requires more
Ride comfort realizes that road excitation lower suspension compared with large deformation, swashs fully to mitigate road surface thereby using the relatively low bushing combination of rigidity
It encourages.And it is exactly the opposite in the vehicle of manipulation at a high speed is pursued, using harder bushing to ensure safety and reach higher whole
Vehicle grasps the steady limit.
Clear and definite suspension core wheel coordinate system is needed to define first, as shown in Fig. 2, suspension core wheel coordinate origin is core wheel, x directions
The tailstock is directed toward by headstock, straight up, y directions follow the right-hand rule in z directions, that is, are directed toward on the right side of vehicle, θx,θy,θzRespectively around
The angular displacement in x, y, z direction.Notice that schematic diagram below is illustrated with the near front wheel, left rear wheel defines, suspension or so identical with the near front wheel
Symmetrically, the present embodiment only considers unilateral side.
Object elastic kinematics performance matrix is obtained, suspension flexibility kinematics performance refers to situation about being locked in suspension fork mechanism
Under, suspension core wheel coordinate system x, y, z direction (see Fig. 2) power is loaded at core wheel and around x, around y, suspension during around the torque in z directions
Rigidity under each bushing synergy of deformation degree, i.e. chassis suspension.
The stiffness matrix of ideal vehicle chassis suspension core wheel stiffness matrix is obtained, by Multi-body Dynamics Theory, with reference to upper
State bright it is found that the mechanical equation comprising ideal vehicle chassis suspension core wheel stiffness matrix is：
In formula (1), element k in the stiffness matrix of the leftmost sideijRepresent j to displacement excitation lower suspension at the i-th degree of freedom
The equal round numbers 1 to 6 of rigidity, wherein i and j represents foregoing suspension core wheel coordinate system x, y, z, θ respectivelyx,θy,θzDirection.
Such as k13Represent suspension by z under displacement excitation x to rigidity value, be on the right side of equation under displacement excitation system 6
Power (torque) response in a direction.For Fx to be suspended in core wheel coordinate system x to stress, Fy is suspended in core wheel coordinate system y to stress, Fz
Core wheel coordinate system z is suspended in stress, Mx is suspended in core wheel coordinate system x to Moment, and My is suspended in core wheel coordinate system y to institute
By torque, Mz is suspended in core wheel coordinate system z to Moment
Left end 6x6 stiffness matrix in acquisition formula (1), i.e., ideal vehicle chassis suspension core wheel stiffness matrix, by
6 direction unit displacement of core wheel coordinate system is loaded at target vehicle suspension core wheel respectively, then corresponding unit displacement is obtained at core wheel
Under core wheel coordinate system directional response power, you can acquire stiffness matrix and respectively arrange, which can be by Dynamics Simulation
Target vehicle Suspension Model is established in software (such as MSC.ADAMS), and establishes virtual test platform；Or in suspension K＆C testing stands
It is upper directly to carry out chassis testing.Test method is as follows：
Core wheel apply core wheel coordinate system z to (see Fig. 2, the present embodiment set straight up direction as Z-direction) unit displacement,
And constraining other directions makes its displacement be 0, that is, applies following displacement excitation：
All directions response power (torque) under core wheel coordinate system is measured in simulation software MSC.ADAMS or K＆C testing stand, is led to
It crosses and matrix operation is carried out to (2) formula, it is known that (2) leftmost side matrix third row are all directions under the core wheel coordinate system measured in formula
Power (torque) is responded, similarly the above process repeatedly, load core wheel coordinate system x, y respectively, around x, around y, unit displacement swashs around z directions
It encourages and measures and responded under core wheel coordinate system, you can obtain all directions response power (torque) vector, group under all 6 row core wheel coordinate systems
Into ideal vehicle chassis suspension core wheel stiffness matrix, i.e. leftmost side 6x6 matrixes in (2) formula.
Wherein, the ideal vehicle chassis suspension core wheel stiffness matrix that step 101 is obtained includes the main spring rigidity tribute of suspension
The amount of offering, and non-fully provided by chassis bushing combination, it needs to remove it in calculating afterwards.
Step 102, according to selected vehicle chassis suspension core wheel stiffness matrix, each to rigidity of each bushing in chassis is obtained.
Matrixing is done by all directions bushing stiffness matrix of the bushing each to chassis under bushing local coordinate system, by it
It is respectively uniformly converted into rigidity under same group of orthogonal basis of linear space, i.e., under suspension core wheel coordinate system, and sums.Become by base
Matrix of consequence of changing commanders is gone under the base identical with the ideal vehicle chassis suspension core wheel stiffness matrix that step 101 is obtained and evidence
This lists constraint equation, and it is each to bushing rigidity to solve acquisition.Specially：
The vertical stiffness of the main spring of suspension in ideal vehicle chassis suspension core wheel stiffness matrix, the suspension are removed first
The vertical stiffness of main spring refers to the main spring rigidity obtained by vehicle offset frequency.Automobile chassis suspension wide variety, but the main spring of suspension
It is that design works in vehicle vertical direction, it, should be first in ideal vehicle chassis suspension core wheel when on chassis, bushing matches
Removing the part of the main spring of suspension in stiffness matrix, the main spring of suspension has collectively constituted the vertical stiffness of suspension with bushing combination, and two
Person's relationship is series connection, according to suspension geometry lever ratio, the main spring rigidity of suspension is scaled to core wheel, the geometry lever ratio of suspension is outstanding
The main spring of frame is to suspension lower swing arm lateral distance y1With core wheel to suspension lower swing arm lateral distance y2The ratio between, as shown in figure 3, the parameter
Contribution amount of the main spring rigidity of suspension to suspension core wheel coordinate system z directional stiffness is reflected, according to mechanical relationship, is calculated at core wheel
Main spring rigidity is：
In formula,For the main spring rigidity at core wheel, ksFor the main spring rigidity of suspension,For suspension geometry lever, wherein, y1
For the main spring of suspension to suspension lower swing arm lateral distance, y2For core wheel to suspension lower swing arm lateral distance, s refers to the main spring of suspension
Spring, WC the finger wheel heart (being the english abbreviation of wheel center).
Main spring rigidity at core wheelIt only works when core wheel is by vertical force, therefore ideal whole according to deriving before
The process (formula 1, formula 2) of chassis suspension core wheel stiffness matrix is it is found that the in the suspension core wheel stiffness matrix of ideal vehicle chassis
Three row third column element k33It is the z under being acted on from suspension core wheel coordinate system z to power to rigidity：
In formula, k33For the third line third column element in ideal vehicle chassis suspension core wheel stiffness matrix,It is outstanding to remove
The stiffness term only provided after the main spring rigidity of frame by bushing, b are the rigidity (bushing) that bushing provides.
It is acquired according to above formulaAnd by k in ideal vehicle chassis suspension core wheel stiffness matrix33Item is replaced, so as to obtain only
The ideal vehicle chassis suspension bushes core wheel stiffness matrix K provided by each bushing joint in chassisb, it is as follows：
In matrix (5), only the third line third column elementWith the ideal vehicle chassis suspension in the leftmost side in aforementioned (2) formula
Core wheel stiffness matrix corresponding element k33It is different.
If the common 2N of (rear) suspension bushes before rigidity is sought, suspension is symmetrical, then bushing number in suspension unilateral side is N,
I-th of bushing is set as in 2 radial directions and axial rigidityU, v, w are three directions of bushing local coordinate system.Specifically
It is to establish local coordinate system to i-th of bushing：Using bushing i elastic centers as origin, with 2 orthogonal radial directions and axially for coordinate
Axis establishes bushing i local coordinate systems, and bushing local coordinate system is chosen to be chosen according to bushing i structures, using bushing elastic center as origin,
It is different according to bushing concrete structure difference, but all in the 3mm radius center of circle of the bushing geometric center for the center of circle, practical to choose
When can be chosen by bushing geometric center.uiDirection is bushing radial symmetry axis, and bushing rigidity is under the directionwiDirection is lining
Set is axial, and bushing rigidity is under the directionviDirection meets the right-hand rule, and bushing rigidity is under the directionSuch as Fig. 4 institutes
Show, obtain stiffness matrix under bushing i local coordinate systems：
In matrix (6),Wait to ask 3 to rigidity for bushing i, K refers to stiffness matrix, and L refers to this matrix in local coordinate
Under system (local coordinate system).
Matrix (6) is diagonal matrix due to being established under bushing i local coordinate systems, and there is no off-diagonal couplings
, for the local coordinate system stiffness matrix is converted into KbThe core wheel coordinate system at place need to obtain i-th of bushing elastic centre point
In the position of core wheel coordinate system：
I=[xi yi zi] (7)
In formula (7), xiFor bushing i elastic centre points suspension core wheel coordinate system x to position, yiFor bushing i elastic centers
Point suspension core wheel coordinate system y to position, ziFor bushing i elastic centre points suspension core wheel coordinate system z to position.
On the basis of (7) formula, according to matrix base shift theory, it is known that the position coordinates transformation matrix of bushing i is Ei：
And calculate the angle of bushing i local coordinate systems reference axis and suspension core wheel coordinate system reference axis：
In formula (9), elements A NG (p, q) is vector p and q angles, and p takes x, y, z, q to take ui, vi, wi。
Obtaining angular transformation cosine matrix on this basis is:
In formula (10), cos (ANG (p, q)) is the cosine value of vector p and q angles, and p takes x, y, z, q to take ui, vi, wi。
Obtain position and angular transformation matrix EiAnd Ci, according to matrix theory base transformation law, it is known that in core wheel coordinate system
Lower i-th of bushing stiffness matrix be:
In formula, superscript T is transposition symbol.
All N number of bushings are obtained in formula (11) after core wheel coordinate system rigidity, summation is listed below equation：
Due to KiWith KbIt is 6x6 symmetrical matrix, therefore lists constraint equation 21 accordingly, solves all N number of bushing rigidity.
It should be noted that the solution that bushing rigidity is obtained in above equation has following 3 kinds of situations：
1st, there is infinite multigroup solution, be considered as the realizability of each group solution first at this time, be i.e. there cannot be nonnegative number in every group of solution
(rigidity cannot be negative), and be considered as solving same bushing and can respectively be realized to rigidity formal similarity.After these factors are eliminated,
Leave reasonable solution.The situation of multigroup solution is because suspension topological structure is complicated, and cost is higher, makes suspension bushes number N larger,
Suspension bushes elastokinematics design space is larger, can be according to cost, the durable comprehensive most suitable one group of solution of selection.
2nd, there is unique solution, be considered as the realizability of the solution at this time, for example all values there should not be negative at least in the group solution
(rigidity can not possibly be negative) or same bushing are respectively to mutual facial difference of value of rigidity solution too big (structure can not be realized) etc., as solution can not
Structure is realized, then is because of ideal vehicle chassis suspension bushes core wheel stiffness matrix KbIt is required that excessively high, suspension topological structure mistake
In simple, bushing number N is very few, the suspension flexibility kinematics performance that cannot be met the requirements with very few bushing cannot meet
Ideal vehicle chassis suspension bushes core wheel stiffness matrix Kb.The elastokinematics target of reduction chassis suspension bushes is needed at this time,
Or change suspension topological structure, increase bushing quantity N (this means that cost increase) and repeat above-mentioned calculating process.
3rd, without solution, such case is since the bushing of suspension is very little, and geometry is too simple, that is, be can not achieve with simple
Structure and a small amount of bushing realize the object elastic kinematics suspension property realized by complicated leverage and multiple bushing combinations, need weight
It is new to formulate suspension flexibility kinematics target, regain rational ideal vehicle chassis suspension bushes core wheel stiffness matrix Kb,
And above-mentioned calculating process is repeated again.
So far, each group rigidity of chassis suspension bushes can be obtained.
Step 103, the rigidity of each chassis bushing all directions of acquisition is applied to vehicle to be matched, and tested
The vehicle vehicle chassis suspension bushes core wheel stiffness matrix is obtained, if meeting ideal vehicle chassis suspension bushes core wheel rigidity square
Battle array Kb, then each chassis bushing matching completion of the vehicle.
Can according to result of calculation make bush test part, and by real vehicle trial assembly carry out chassis K＆C experiments, with target carriage
Type contrast test passes through the matched suspension flexibility kinematics performance parameter of bushing, for example tests and load longitudinal force in core wheel, laterally
Power, and measure effect lower suspension deformation quantity, and with not matched suspension flexibility kinematics corresponding performance parameter comparison.
The verification process is highly developed in current industry and is easily achieved.
This method supplement during vehicle chassis development chassis suspension bushes match the problem of, for each bushing of suspension
Rigidity determines, accurately gives to meet object elastic kinematics performance, each bushing rigidity all possible combinations in chassis, this
Kind method is rule of thumb, when improving based on single part, to lack to chassis liner system mostly improving when bushing is chosen
Property understanding present situation, avoid the trial and error repeatedly during the matching of chassis suspension bushes.Experiment is greatly reduced, optimizes suspension exploitation
Flow is matched, great amount of cost can be above saved in application, while the virtual prototypeization development for also meeting current automobile research becomes
Gesture can provide directivity control, when shortening suspension matching system without making real vehicle to the elastokinematics performance of chassis suspension
Between, automobile research flow is accelerated, and can realize and given object elastic kinematics performance is reached most by minimum bushing
Excellent solution eliminates the possibility design redundancy of chassis suspension bushes design phase, has saved integral vehicle cost.
Although specific embodiments of the present invention have been described above, those skilled in the art in the art should manage
Solution, these are merely examples, and many changes and modifications may be made, without departing from the principle of the present invention
And essence.The scope of the present invention is only limited by the claims that follow.
Claims (8)
1. a kind of automobile chassis bush matching process based on stiffness matrix, it is characterised in that：
A automobile is selected to obtain the rigidity of the vehicle chassis system of the Standard of vehicle as Standard of vehicle；According to vehicle chassis
The rigidity of system obtains each to rigidity of each bushing in chassis；The rigidity of each chassis bushing itself of acquisition is applied to other
Vehicle, further obtain the rigidity of the vehicle vehicle chassis system, if reaching the rigidity requirement on the vehicle chassis of selected vehicle,
Then each chassis bushing of the vehicle is qualified.
2. the automobile chassis bush matching process based on stiffness matrix as described in claim 1, it is characterised in that：Described is whole
The rigidity of underbody disc system is obtained by establishing vehicle chassis suspension core wheel stiffness matrix；Vehicle chassis suspension core wheel stiffness matrix
It is then to be obtained by way of based on the K＆C of target vehicle experiments or simulation virtual K＆C experiments.
3. the automobile chassis bush matching process based on stiffness matrix as described in claim 1, it is characterised in that：Described obtains
It to rigidity is obtained by way of establishing vehicle chassis suspension bushes core wheel stiffness matrix to take each of each bushing in chassis, specifically
For：Vehicle chassis suspension core wheel stiffness matrix should be obtained first, then remove the main spring of suspension to influence, you can obtain vehicle chassis suspension
Bushing core wheel stiffness matrix；Secondly, stiffness matrix summation of all bushings under core wheel coordinate system will be obtained, it is and selected whole
Chassis suspension bushes core wheel stiffness matrix is equal to list equation, calculates and obtains each bushing rigidity.
4. the automobile chassis bush matching process based on stiffness matrix as claimed in claim 2 or claim 3, it is characterised in that：It is described
Vehicle chassis suspension core wheel stiffness matrix be that loading direction meets each master under suspension core wheel coordinate system respectively at the wheel disk
It the unit displacement of the lines in direction and is obtained to unit angular displacement around each principal direction of suspension core wheel coordinate system；Three of core wheel coordinate system
Principal direction is defined as the first principal direction and is directed toward the tailstock from headstock in horizontal plane, and third principal direction is straight up and the second principal direction exists
Meet the right-hand rule in horizontal plane, specially：Using core wheel coordinate system, and respectively along each principal direction of coordinate system and around the coordinate system
Each principal direction applies unit displacement excitation, and measures core wheel coordinate system respectively to response power in suspension core wheel, is asked by matrix operation
The vehicle chassis suspension core wheel stiffness matrix that must be selected；Each bushing locations in chassis are sat by origin, foundation and vehicle of core wheel again
The identical bushing coordinate system in mark system direction, obtains each bushing locations coordinate, is converted all bushing rigidity by coordinate transform
Into bushing coordinate system.
5. the automobile chassis bush matching process based on stiffness matrix as claimed in claim 4, it is characterised in that：Bushing part
When coordinate system is chosen, according to bush structure, using bushing elastic centre point as origin.
6. the automobile chassis bush matching process based on stiffness matrix as described in claim 1, it is characterised in that：Described goes
Except the main spring of suspension influences, refer to select by the tertial rigidity value of the third line in the suspension core wheel stiffness matrix of vehicle chassis, that is, take turns
The rigidity acquired under heart coordinate system by the vertical direction force-responsive at core wheel during the displacement excitation of vertical direction, with this rigidity value
The each to rigidity of each bushing in chassis can be obtained by cutting the equivalent rigidity in core wheel coordinate system of the main spring of suspension.
7. the automobile chassis bush matching process based on stiffness matrix as described in claim 1~6 any claim, special
Sign is：Each bushing in chassis is set respectively to rigidity as linear rigidity.
8. the automobile chassis bush matching process based on stiffness matrix as described in claim 1, it is characterised in that：Judge to obtain
Vehicle vehicle chassis system rigidity whether reach Standard of vehicle vehicle chassis rigidity requirement, process is as follows：It will obtain
The rigidity of each chassis bushing all directions be applied to vehicle to be matched, and carry out experiment and obtain the vehicle vehicle chassis suspension
Bushing core wheel stiffness matrix, if meeting ideal vehicle chassis suspension bushes core wheel stiffness matrix, each chassis bushing of the vehicle
Matching is completed.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113312703A (en) * | 2021-05-27 | 2021-08-27 | 奇瑞汽车股份有限公司 | Simulation method and device for automobile bushing and computer storage medium |
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