CN115859467B - A method and device for optimizing and analyzing vehicle ride comfort - Google Patents
A method and device for optimizing and analyzing vehicle ride comfort Download PDFInfo
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Abstract
The application relates to a vehicle smoothness optimization analysis method and device, and relates to the technical field of vehicle structural design, wherein the method comprises the following steps of constructing a whole vehicle model and carrying out driving simulation on a preset simulated road surface according to a preset simulated vehicle speed; the method comprises the steps of reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system, obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points, calculating root mean square of the total weighted acceleration root mean square values of all the preset test points to be used as a comprehensive total weighted acceleration root mean square value, carrying out modal analysis on a whole vehicle model, and analyzing to obtain parameter influence factors of the comprehensive total weighted acceleration root mean square values. According to the application, a whole vehicle multi-body dynamics simulation model is established, an analysis result is obtained based on simulation analysis, and influence factors are mastered, so that the rubber bushing structure is optimally designed, and the smoothness of the vehicle is improved.
Description
Technical Field
The application relates to the technical field of vehicle structural design, in particular to an optimization analysis method and device for automobile smoothness.
Background
Along with the continuous improvement of the requirements of the automobile market on the riding comfort of the passenger car, the improvement of the smoothness of the car becomes a hot problem of the study on the performance of the car. The smoothness is important performance when the automobile runs and brakes.
When the automobile runs, the automobile vibrates due to the rugged road surface and the excitation actions of the engine, the transmission shaft and the like, so that passengers are in the vibration environment, and the comfort, the working efficiency and the physical health of the passengers are further affected. The severe shaking of the steering wheel, the floor and the pedal caused by braking in a certain vehicle speed range is called a brake shaking phenomenon, so that the driving comfort is influenced, the fatigue possibility of a driver is increased, and the driving safety is further influenced.
The reason for the brake shake is that the brake disc is in a thickness difference, when the automobile runs, a brake pedal is pressed down to cause brake moment fluctuation, namely excitation energy is generated, and in the process that the excitation energy is transmitted to parts such as a steering wheel, a floor, a pedal and the like, if the excitation frequency is consistent with the front suspension system mode, the excitation energy is amplified, so that severe shake is generated.
In order to achieve the best state of the smoothness of the automobile, a plurality of rubber elements with different shapes and different functions are applied to the joints of an automobile suspension system, an axle and a frame. Because of the high elastic properties of the rubber material, relatively large deformations of the rubber element can be obtained when a small load is applied to the rubber element. In addition, the friction damping generated by the internal structure of the rubber element when the rubber element is deformed can effectively damp vibration transmitted to the rubber element by external excitation, thereby improving the smoothness of the automobile when the automobile is running. Meanwhile, the rigidity of the rubber bushing is closely related to the front suspension system mode, and the rigidity of the rubber bushing is adjusted, so that the front suspension system mode avoids the excitation frequency during braking, the system is prevented from resonating, the generation of braking shake is restrained, and the smoothness of an automobile during braking is improved.
Therefore, how to master the influence of the vehicle design structure on the overall vehicle smoothness is an urgent problem to be solved in the current optimization analysis of the vehicle smoothness.
Disclosure of Invention
The application provides an optimization analysis method and device for automobile smoothness, which are used for establishing a whole automobile multi-body dynamics simulation model, obtaining an analysis result based on simulation analysis, and further grasping influence factors so as to optimally design a rubber bushing structure and improve the automobile smoothness.
To achieve the above object, the present application provides the following means.
In a first aspect, the application provides a method for optimizing and analyzing smoothness of an automobile, which comprises the following steps:
Constructing a whole vehicle model, and performing driving simulation on a preset simulated pavement according to a preset simulated vehicle speed;
Reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system, and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
Calculating the root mean square of the total weighted acceleration root mean square value of each preset test point to be used as the total weighted acceleration root mean square value;
performing modal analysis on the whole vehicle model to obtain parameter influence factors of the comprehensive total weighted acceleration root mean square value through analysis,
The smaller the root mean square value of the comprehensive total weighted acceleration is, the better the smoothness of the whole vehicle model is.
Specifically, the method comprises a total weighted acceleration root mean square value calculation formula, wherein the total weighted acceleration root mean square value calculation formula is as follows:
Wherein,
Weighting the root mean square value of acceleration for the x-axis;
weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
Specifically, the method comprises a comprehensive total weighted acceleration root mean square value calculation formula, wherein the comprehensive total weighted acceleration root mean square value calculation formula is as follows:
Specifically, the preset test points comprise a seat cushion upper part, a seat back upper part and a foot floor upper part.
Specifically, the parameter influencing factor is Y-direction rigidity of the rubber bushing at the rear point of the triangular arm, wherein,
The smaller the Y-direction rigidity of the rubber bushing at the rear point of the triangular arm is, the smaller the root mean square value of the total weight acceleration is, and the better the smoothness of the whole vehicle model is.
In a second aspect, the present application provides an apparatus for optimizing and analyzing smoothness of an automobile, the apparatus comprising:
The vehicle simulation module is used for constructing a vehicle model and performing driving simulation on a preset simulation road surface according to a preset simulation vehicle speed;
The total weighted acceleration root mean square value calculation module is used for reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
The comprehensive total weighted acceleration root mean square value calculation module is used for calculating the root mean square of the total weighted acceleration root mean square value of each preset test point and taking the root mean square value as the comprehensive total weighted acceleration root mean square value;
A parameter influence factor analysis module for carrying out modal analysis on the whole vehicle model to obtain the parameter influence factor of the comprehensive total weighted acceleration root mean square value by analysis,
The smaller the root mean square value of the comprehensive total weighted acceleration is, the better the smoothness of the whole vehicle model is.
Specifically, the device comprises a total weighted acceleration root mean square value calculation formula, wherein the total weighted acceleration root mean square value calculation formula is as follows:
Wherein,
Weighting the root mean square value of acceleration for the x-axis;
weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
Specifically, the device comprises a comprehensive total weighted acceleration root mean square value calculation formula, wherein the comprehensive total weighted acceleration root mean square value calculation formula is as follows:
Specifically, the preset test points comprise a seat cushion upper part, a seat back upper part and a foot floor upper part.
Specifically, the parameter influencing factor is Y-direction rigidity of the rubber bushing at the rear point of the triangular arm, wherein,
The smaller the Y-direction rigidity of the rubber bushing at the rear point of the triangular arm is, the smaller the root mean square value of the total weight acceleration is, and the better the smoothness of the whole vehicle model is.
The technical scheme provided by the application has the beneficial effects that:
The application establishes a whole vehicle multi-body dynamics simulation model, analyzes the influence of Y-direction rigidity of the rear point rubber bushing of the triangle arm on the running smoothness and the front suspension system mode based on simulation analysis, grasps influence factors according to analysis results, optimally designs the rubber bushing structure, and improves the vehicle smoothness.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart illustrating steps of a vehicle running control method according to an embodiment of the present application;
fig. 2 is a schematic diagram of a whole vehicle multi-body dynamics model of a vehicle running control method according to an embodiment of the present application;
fig. 3 is a schematic diagram of a whole vehicle coordinate system of a vehicle running control method according to an embodiment of the present application;
fig. 4 is a schematic time domain signal diagram of a vehicle driving control method according to an embodiment of the present application;
FIG. 5 is a graph of weighted root mean square values of a vehicle travel control method provided in an embodiment of the present application;
FIG. 6 is a schematic structural view of an asymmetric structural rubber stiffness bushing for a vehicle ride control method provided in an embodiment of the present application;
Fig. 7 is a block diagram showing the configuration of a vehicle travel control apparatus according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
Embodiments of the present application are described in further detail below with reference to the accompanying drawings.
The embodiment of the application provides a vehicle running control method and device, a whole vehicle multi-body dynamics simulation model is established, the influence of Y-direction rigidity of a triangle arm rear point rubber bushing on running smoothness and front suspension system modes is analyzed based on simulation analysis, influence factors are mastered according to analysis results, the rubber bushing structure is optimally designed, and the vehicle smoothness is improved.
In order to achieve the technical effects, the general idea of the application is as follows:
a method for optimizing and analyzing smoothness of an automobile comprises the following steps:
S1, constructing a whole vehicle model, and performing driving simulation on a preset simulated pavement according to a preset simulated vehicle speed;
s2, reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system, and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
s3, calculating the root mean square of the root mean square value of the total weighted acceleration of each preset test point, and taking the root mean square value as the total weighted acceleration root mean square value;
s4, carrying out modal analysis on the whole vehicle model to obtain parameter influence factors of the root mean square value of the comprehensive total weighted acceleration,
The smaller the root mean square value of the comprehensive total weighted acceleration is, the better the smoothness of the whole vehicle model is.
Embodiments of the present application are described in further detail below with reference to the accompanying drawings.
In a first aspect, an embodiment of the present application provides a method for optimizing and analyzing smoothness of an automobile, where the method includes the following steps:
S1, constructing a whole vehicle model, and performing driving simulation on a preset simulated pavement according to a preset simulated vehicle speed;
s2, reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system, and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
s3, calculating the root mean square of the root mean square value of the total weighted acceleration of each preset test point, and taking the root mean square value as the total weighted acceleration root mean square value;
s4, carrying out modal analysis on the whole vehicle model to obtain parameter influence factors of the root mean square value of the comprehensive total weighted acceleration,
The smaller the root mean square value of the comprehensive total weighted acceleration is, the better the smoothness of the whole vehicle model is.
Along with the continuous improvement of the requirements of the automobile market on the riding comfort of the passenger car, the improvement of the smoothness of the car becomes a hot problem of the study on the performance of the car. The smoothness is important performance when the automobile runs and brakes. When the automobile runs, the automobile vibrates due to the rugged road surface and the excitation actions of the engine, the transmission shaft and the like, so that passengers are in the vibration environment, and the comfort, the working efficiency and the physical health of the passengers are further affected. The severe shaking of the steering wheel, the floor and the pedal caused by braking in a certain vehicle speed range is called a brake shaking phenomenon, so that the driving comfort is influenced, the fatigue possibility of a driver is increased, and the driving safety is further influenced. The reason for the brake shake is that the brake disc is in a thickness difference, when the automobile runs, a brake pedal is pressed down to cause brake moment fluctuation, namely excitation energy is generated, and in the process that the excitation energy is transmitted to parts such as a steering wheel, a floor, a pedal and the like, if the excitation frequency is consistent with the front suspension system mode, the excitation energy is amplified, so that severe shake is generated.
In order to achieve the best state of the smoothness of the automobile, a plurality of rubber elements with different shapes and different functions are applied to the joints of an automobile suspension system, an axle and a frame. Because of the high elastic properties of the rubber material, relatively large deformations of the rubber element can be obtained when a small load is applied to the rubber element. In addition, the friction damping generated by the internal structure of the rubber element when the rubber element is deformed can effectively damp vibration transmitted to the rubber element by external excitation, thereby improving the smoothness of the automobile when the automobile is running. Meanwhile, the rigidity of the rubber bushing is closely related to the front suspension system mode, and the rigidity of the rubber bushing is adjusted, so that the front suspension system mode avoids the excitation frequency during braking, the system is prevented from resonating, the generation of braking shake is restrained, and the smoothness of an automobile during braking is improved.
The rubber bushing at the rear point of the triangular arm is called a ride-on bushing, and the Y-direction rigidity of the rubber bushing, namely the rigidity of the Y-axis direction of a preset whole vehicle coordinate system, has a remarkable influence on the ride-on of the vehicle. Through a simulation analysis means, the influence of Y-direction rigidity of the rear point rubber bushing of the triangular arm on the smoothness of the whole vehicle is researched, the structure of the rubber bushing is optimized, and the smoothness of the whole vehicle can be improved.
In the embodiment of the application, a whole vehicle multi-body dynamics simulation model is established, the influence of Y-direction rigidity of the triangular arm rear point rubber bushing on the driving smoothness and the front suspension system mode is analyzed based on simulation analysis, influence factors are mastered according to analysis results, and the rubber bushing structure is optimally designed to improve the vehicle smoothness.
It should be noted that, in the embodiment of the present application, the whole vehicle multi-body dynamics model is shown in fig. 2 of the drawings of the specification, the front suspension system includes a front bracket, a triangle arm, a steering system, and a front wheel, and the rear suspension system includes a rear bracket and a rear wheel;
In the whole vehicle coordinate system in the embodiment of the application, the X direction is the running direction of the vehicle, the Y direction is the vertical direction of the running direction, and the Z direction is the vertical direction;
the Y-direction stiffness of the triangle arm rear point rubber bushing is denoted by KrY.
Specifically, the method comprises a total weighted acceleration root mean square value calculation formula, wherein the total weighted acceleration root mean square value calculation formula is as follows:
Wherein,
Weighting the root mean square value of acceleration for the x-axis;
weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
Specifically, the method comprises the steps of synthesizing a total weighted acceleration root mean square value calculation formula, wherein the total weighted acceleration root mean square value calculation formula is as follows:
Specifically, the preset test points include a seat cushion upper portion, a seat back upper portion, and a foot floor upper portion.
Specifically, the parameter influencing factor is Y-direction rigidity of the rubber bushing at the rear point of the triangular arm, wherein,
The smaller the Y-direction rigidity of the rubber bushing at the rear point of the triangular arm is, the smaller the root mean square value of the total weight acceleration is, and the better the smoothness of the whole vehicle model is.
Based on the technical scheme provided by the embodiment of the application, a specific implementation flow is provided, and the steps are as follows:
First, using the whole Car model built in ADAMS/Car, using the speeds of 40km/h, 50km/h, 60km/h and 70km/h to pass through B-level and D-level road surfaces.
And secondly, after simulation is completed, reading vibration acceleration (m/s 2) time domain signals in three directions of the upper part of the seat cushion, the seat back and the measuring points on the foot floor in the result.
Thirdly, calculating the total weighted acceleration root mean square value (m/s 2) of each point according to the weighted acceleration root mean square values (m/s 2) of the three directions of each measuring point and the weighting coefficient;
Wherein,
Weighting the root mean square value of acceleration in the fore-and-aft direction (i.e., x-axis), per square second per meter (m/s 2);
weighting the root mean square value of acceleration in the left-right direction (i.e., y-axis), per square second per meter (m/s 2);
weighting the root mean square value of acceleration in the vertical direction (i.e., z-axis), per square second per meter (m/s 2);
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2, 3 respectively correspond to the serial numbers of each preset test point, for example, respectively represent three positions above the seat cushion, the seat back and the foot floor;
The root mean square value of the total weighted acceleration of a certain measuring point is given as unit meter per square second (m/s 2).
Step four, calculating the root mean square of the root mean square value of the total weighted acceleration of the three measuring points to obtain the root mean square value (m/s 2) of the total weighted acceleration, wherein the lower the root mean square value of the total weighted acceleration is, the better the smoothness is;
Wherein,
To synthesize the total weighted acceleration root mean square value, units meters per square second (m/s 2).
In the embodiment of the application, modal analysis is carried out, namely, a front suspension system, a steering system and a large system consisting of front wheels are used for calculating modal frequencies;
the higher the modal frequency of the system is, the more favorable is the excitation frequency during the avoidance of braking, the resonance of the system can be avoided, and the generation of braking shake is restrained, so that the smoothness of the automobile during the braking is improved.
The method specifically uses ADAMS to carry out modal analysis, and carries out simulation based on the established multi-body model.
Specifically, as shown by the simulation analysis result of the multi-body dynamics, the reduction KrY can improve the running smoothness;
the front suspension system mode can be improved by KrY, so that smoothness during braking can be improved;
By calculating the smoothness of different rigidities, as can be seen from fig. 5 of the drawings in the specification, the smaller the rigidity reduction root mean square is, the better the smoothness is.
When the automobile is accelerated (the accelerator pedal is depressed), the wheel moving speed is higher than the speed of the front bracket, so that the rear pin of the triangular arm moves along the-Y direction, and the rear pin of the triangular arm acts with the rear point rubber bushing in the-Y direction. When the automobile brakes (the brake pedal is pressed), the moving speed of the wheels is lower than the speed of the front bracket, so that the rear point of the triangular arm moves along the Y direction, and the rear pin of the triangular arm acts on the rear point rubber bushing in the Y direction. Based on the consideration of the driving smoothness improvement and the front suspension system lifting mode, the rubber bushing at the rear point of the triangular arm is designed to be of a left-right asymmetric structure, so that the rigidity in the Y direction is as small as possible, and the rigidity in the Y direction is as large as possible, namely Kr (-Y) < < Kr (+Y).
When simulation is carried out, the rear pin moves along the-Y direction during acceleration running, and the rear pin moves along the +Y direction during braking;
The traditional rubber bushing is generally of a symmetrical structure, rigidity in +Y direction is consistent with rigidity in-Y direction, influence of rigidity of the bushing on smoothness is achieved in the embodiment of the application, as shown in figure 6 of the attached drawing of the specification, the bushing Y is designed to be of an asymmetric structure in the inner side and the outer side, a gap is reserved between a central rubber block and an outer rubber block, so that rigidity in-Y direction is as small as possible, a metal block is arranged on the inner side of the central rubber block, and rigidity in +Y direction is as large as possible.
It should be noted that, step numbers of each step in the embodiment of the present application are not limited to the order of each operation in the technical solution of the present application.
In a second aspect, based on the same inventive concept as the real-time example of the method, an embodiment of the present application provides an apparatus for optimizing and analyzing smoothness of an automobile, including:
The vehicle simulation module is used for constructing a vehicle model and performing driving simulation on a preset simulation road surface according to a preset simulation vehicle speed;
The total weighted acceleration root mean square value calculation module is used for reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
The comprehensive total weighted acceleration root mean square value calculation module is used for calculating the root mean square of the total weighted acceleration root mean square value of each preset test point and taking the root mean square value as the comprehensive total weighted acceleration root mean square value;
a parameter influence factor analysis module for carrying out modal analysis on the whole vehicle model to obtain the parameter influence factor of the integrated total weighted acceleration root mean square value by analysis,
The smaller the root mean square value of the comprehensive total weighted acceleration is, the better the smoothness of the whole vehicle model is.
Along with the continuous improvement of the requirements of the automobile market on the riding comfort of the passenger car, the improvement of the smoothness of the car becomes a hot problem of the study on the performance of the car. The smoothness is important performance when the automobile runs and brakes. When the automobile runs, the automobile vibrates due to the rugged road surface and the excitation actions of the engine, the transmission shaft and the like, so that passengers are in the vibration environment, and the comfort, the working efficiency and the physical health of the passengers are further affected. The severe shaking of the steering wheel, the floor and the pedal caused by braking in a certain vehicle speed range is called a brake shaking phenomenon, so that the driving comfort is influenced, the fatigue possibility of a driver is increased, and the driving safety is further influenced. The reason for the brake shake is that the brake disc is in a thickness difference, when the automobile runs, a brake pedal is pressed down to cause brake moment fluctuation, namely excitation energy is generated, and in the process that the excitation energy is transmitted to parts such as a steering wheel, a floor, a pedal and the like, if the excitation frequency is consistent with the front suspension system mode, the excitation energy is amplified, so that severe shake is generated.
In order to achieve the best state of the smoothness of the automobile, a plurality of rubber elements with different shapes and different functions are applied to the joints of an automobile suspension system, an axle and a frame. Because of the high elastic properties of the rubber material, relatively large deformations of the rubber element can be obtained when a small load is applied to the rubber element. In addition, the friction damping generated by the internal structure of the rubber element when the rubber element is deformed can effectively damp vibration transmitted to the rubber element by external excitation, thereby improving the smoothness of the automobile when the automobile is running. Meanwhile, the rigidity of the rubber bushing is closely related to the front suspension system mode, and the rigidity of the rubber bushing is adjusted, so that the front suspension system mode avoids the excitation frequency during braking, the system is prevented from resonating, the generation of braking shake is restrained, and the smoothness of an automobile during braking is improved.
The rubber bushing at the rear point of the triangular arm is called a ride-on bushing, and the Y-direction rigidity of the rubber bushing, namely the rigidity of the Y-axis direction of a preset whole vehicle coordinate system, has a remarkable influence on the ride-on of the vehicle. Through a simulation analysis means, the influence of Y-direction rigidity of the rear point rubber bushing of the triangular arm on the smoothness of the whole vehicle is researched, the structure of the rubber bushing is optimized, and the smoothness of the whole vehicle can be improved.
In the embodiment of the application, a whole vehicle multi-body dynamics simulation model is established, the influence of Y-direction rigidity of the triangular arm rear point rubber bushing on the driving smoothness and the front suspension system mode is analyzed based on simulation analysis, influence factors are mastered according to analysis results, and the rubber bushing structure is optimally designed to improve the vehicle smoothness.
It should be noted that, in the embodiment of the present application, the whole vehicle multi-body dynamics model is shown in fig. 2 of the drawings of the specification, the front suspension system includes a front bracket, a triangle arm, a steering system, and a front wheel, and the rear suspension system includes a rear bracket and a rear wheel;
In the whole vehicle coordinate system in the embodiment of the application, the X direction is the running direction of the vehicle, the Y direction is the vertical direction of the running direction, and the Z direction is the vertical direction;
the Y-direction stiffness of the triangle arm rear point rubber bushing is denoted by KrY.
Specifically, the device comprises a total weighted acceleration root mean square value calculation formula, wherein the total weighted acceleration root mean square value calculation formula is as follows:
Wherein,
Weighting the root mean square value of acceleration for the x-axis;
weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
Specifically, the device comprises a comprehensive total weighted acceleration root mean square value calculation formula, wherein the comprehensive total weighted acceleration root mean square value calculation formula is as follows:
Specifically, the preset test points include a seat cushion upper portion, a seat back upper portion, and a foot floor upper portion.
Specifically, the parameter influencing factor is Y-direction rigidity of the rubber bushing at the rear point of the triangular arm, wherein,
The smaller the Y-direction rigidity of the rubber bushing at the rear point of the triangular arm is, the smaller the root mean square value of the total weight acceleration is, and the better the smoothness of the whole vehicle model is.
Based on the technical scheme provided by the embodiment of the application, a specific implementation flow is provided, and the steps are as follows:
First, using the whole Car model built in ADAMS/Car, using the speeds of 40km/h, 50km/h, 60km/h and 70km/h to pass through B-level and D-level road surfaces.
And secondly, after simulation is completed, reading vibration acceleration (m/s 2) time domain signals in three directions of the upper part of the seat cushion, the seat back and the measuring points on the foot floor in the result.
Thirdly, calculating the total weighted acceleration root mean square value (m/s 2) of each point according to the weighted acceleration root mean square values (m/s 2) of the three directions of each measuring point and the weighting coefficient;
Wherein,
Weighting the root mean square value of acceleration in the fore-and-aft direction (i.e., x-axis), per square second per meter (m/s 2);
weighting the root mean square value of acceleration in the left-right direction (i.e., y-axis), per square second per meter (m/s 2);
weighting the root mean square value of acceleration in the vertical direction (i.e., z-axis), per square second per meter (m/s 2);
k x、ky、kz is the axis weighting coefficient corresponding to the x axis, the y axis and the z axis respectively;
j=1, 2, 3 respectively correspond to the serial numbers of each preset test point, for example, respectively represent three positions above the seat cushion, the seat back and the foot floor;
The root mean square value of the total weighted acceleration of a certain measuring point is given as unit meter per square second (m/s 2).
Step four, calculating the root mean square of the root mean square value of the total weighted acceleration of the three measuring points to obtain the root mean square value (m/s 2) of the total weighted acceleration, wherein the lower the root mean square value of the total weighted acceleration is, the better the smoothness is;
Wherein,
To synthesize the total weighted acceleration root mean square value, units meters per square second (m/s 2).
In the embodiment of the application, modal analysis is carried out, namely, a front suspension system, a steering system and a large system consisting of front wheels are used for calculating modal frequencies;
the higher the modal frequency of the system is, the more favorable is the excitation frequency during the avoidance of braking, the resonance of the system can be avoided, and the generation of braking shake is restrained, so that the smoothness of the automobile during the braking is improved.
The method specifically uses ADAMS to carry out modal analysis, and carries out simulation based on the established multi-body model.
Specifically, as shown by the simulation analysis result of the multi-body dynamics, the reduction KrY can improve the running smoothness;
the front suspension system mode can be improved by KrY, so that smoothness during braking can be improved;
By calculating the smoothness of different rigidities, as can be seen from fig. 5 of the drawings in the specification, the smaller the rigidity reduction root mean square is, the better the smoothness is.
When the automobile is accelerated (the accelerator pedal is depressed), the wheel moving speed is higher than the speed of the front bracket, so that the rear pin of the triangular arm moves along the-Y direction, and the rear pin of the triangular arm acts with the rear point rubber bushing in the-Y direction. When the automobile brakes (the brake pedal is pressed), the moving speed of the wheels is lower than the speed of the front bracket, so that the rear point of the triangular arm moves along the Y direction, and the rear pin of the triangular arm acts on the rear point rubber bushing in the Y direction. Based on the consideration of the driving smoothness improvement and the front suspension system lifting mode, the rubber bushing at the rear point of the triangular arm is designed to be of a left-right asymmetric structure, so that the rigidity in the Y direction is as small as possible, and the rigidity in the Y direction is as large as possible, namely Kr (-Y) < < Kr (+Y).
When simulation is carried out, the rear pin moves along the-Y direction during acceleration running, and the rear pin moves along the +Y direction during braking;
The traditional rubber bushing is generally of a symmetrical structure, rigidity in +Y direction is consistent with rigidity in-Y direction, influence of rigidity of the bushing on smoothness is achieved in the embodiment of the application, as shown in figure 6 of the attached drawing of the specification, the bushing Y is designed to be of an asymmetric structure in the inner side and the outer side, a gap is reserved between a central rubber block and an outer rubber block, so that rigidity in-Y direction is as small as possible, a metal block is arranged on the inner side of the central rubber block, and rigidity in +Y direction is as large as possible.
It should be noted that, the technical problems, technical means and technical effects corresponding to the device for optimizing and analyzing the ride comfort of the automobile provided by the embodiment of the application are similar to those of the method for optimizing and analyzing the ride comfort of the automobile from the principle level.
It should be noted that in the present application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The foregoing is merely exemplary of embodiments of the present application to enable those skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended 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 (8)
1. The optimization analysis method for the smoothness of the automobile is characterized by comprising the following steps of:
Constructing a whole vehicle model, and performing driving simulation on a preset simulated pavement according to a preset simulated vehicle speed;
Reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system, and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
Calculating the root mean square of the total weighted acceleration root mean square value of each preset test point, and obtaining the total weighted acceleration root mean square value and the influence relation between the total weighted acceleration root mean square value and the smoothness of the vehicle during acceleration;
Performing front suspension system modal analysis on the whole vehicle model, and analyzing and obtaining influence parameters and influence relations of smoothness during vehicle braking;
Based on the influence relation between the comprehensive total weighted acceleration root mean square value and the smoothness during vehicle acceleration and the influence parameters and influence relation of the smoothness during vehicle braking, obtaining parameter influence factors and parameter influence relation of the comprehensive smoothness of the vehicle;
obtaining an optimized bushing structure based on the parameter influencing factors and the parameter influencing relation, wherein,
The influence parameter of the smoothness during vehicle braking is the modal frequency of the front suspension system;
the influence relationship of the ride comfort during vehicle braking is that the higher the modal frequency of the front suspension system is, the better the ride comfort during vehicle braking is;
the parameter influence factors of the comprehensive smoothness of the vehicle are the negative Y-direction rigidity and the positive Y-direction rigidity of the rubber bushing at the rear point of the triangular arm;
The parameter influence relation of the comprehensive ride quality of the vehicle is that the smaller the negative Y-direction rigidity of the rear-point rubber bushing of the triangular arm on the left side of the vehicle is, the larger the positive Y-direction rigidity of the rear-point rubber bushing of the triangular arm on the left side of the vehicle is, the better the ride quality of the whole vehicle model is;
In the optimized bushing structure, a gap is reserved between the central rubber block and the outer rubber blocks, so that the rigidity in the-Y direction is as small as possible, and the inner side of the central rubber block is a metal block, so that the rigidity in the +Y direction is as large as possible.
2. The vehicle ride optimization analysis method of claim 1, wherein the method comprises a total weighted acceleration root mean square value calculation formula:
Wherein, the method comprises the steps of,
Weighting the root mean square value of acceleration for the x-axis;
Weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
、、 the weight coefficients of the axes corresponding to the x axis, the y axis and the z axis are respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
3. The method for optimizing and analyzing the smoothness of a vehicle according to claim 2, wherein the method comprises a comprehensive total weighted acceleration root mean square value calculation formula, wherein the comprehensive total weighted acceleration root mean square value calculation formula is:
。
4. the method for optimizing and analyzing the smoothness of the automobile according to claim 1, wherein the method comprises the following steps:
The preset test points comprise a seat cushion upper part, a seat backrest and a foot floor upper part.
5. An optimization analysis device for smoothness of an automobile, which is characterized by comprising:
The vehicle simulation module is used for constructing a vehicle model and performing driving simulation on a preset simulation road surface according to a preset simulation vehicle speed;
The total weighted acceleration root mean square value calculation module is used for reading vibration acceleration time domain signals of a plurality of preset test points in three directions of a preset whole vehicle coordinate system and obtaining weighted acceleration root mean square values of all the preset test points in the three directions and total weighted acceleration root mean square values of all the preset test points;
The comprehensive total weighted acceleration root mean square value calculation module is used for calculating the root mean square of the total weighted acceleration root mean square value of each preset test point, and obtaining the comprehensive total weighted acceleration root mean square value and the influence relationship between the comprehensive total weighted acceleration root mean square value and the smoothness of the vehicle during acceleration;
The parameter influence factor analysis module is used for carrying out front suspension system modal analysis on the whole vehicle model and analyzing and obtaining influence parameters and influence relations of smoothness during vehicle braking;
the parameter influence factor analysis module is further used for obtaining parameter influence factors and parameter influence relations of the comprehensive smoothness of the vehicle based on the influence relations of the comprehensive total weighted acceleration root mean square value and the smoothness of the vehicle during acceleration and the influence parameters and influence relations of the smoothness during vehicle braking;
The parameter impact factor analysis module is further used for obtaining an optimized bushing structure based on the parameter impact factors and the parameter impact relation, wherein,
The influence parameter of the smoothness during vehicle braking is the modal frequency of the front suspension system;
the influence relationship of the ride comfort during vehicle braking is that the higher the modal frequency of the front suspension system is, the better the ride comfort during vehicle braking is;
the parameter influence factors of the comprehensive smoothness of the vehicle are the negative Y-direction rigidity and the positive Y-direction rigidity of the rubber bushing at the rear point of the triangular arm;
The parameter influence relation of the comprehensive ride quality of the vehicle is that the smaller the negative Y-direction rigidity of the rear-point rubber bushing of the triangular arm on the left side of the vehicle is, the larger the positive Y-direction rigidity of the rear-point rubber bushing of the triangular arm on the left side of the vehicle is, the better the ride quality of the whole vehicle model is;
In the optimized bushing structure, a gap is reserved between the central rubber block and the outer rubber blocks, so that the rigidity in the-Y direction is as small as possible, and the inner side of the central rubber block is a metal block, so that the rigidity in the +Y direction is as large as possible.
6. The vehicle ride optimization analysis device of claim 5, wherein the device comprises a total weighted acceleration root mean square value calculation formula:
Wherein, the method comprises the steps of,
Weighting the root mean square value of acceleration for the x-axis;
Weighting the root mean square value of the acceleration for the y-axis;
weighting the root mean square value of the acceleration for the z-axis;
、、 the weight coefficients of the axes corresponding to the x axis, the y axis and the z axis are respectively;
j=1, 2 and 3 respectively correspond to the serial numbers of the preset test points;
the root mean square value of the acceleration is weighted for a certain measuring point.
7. The vehicle ride optimization analysis device of claim 6, wherein the device comprises a comprehensive total weighted acceleration root mean square value calculation formula:
。
8. The vehicle ride optimization analysis device of claim 5, wherein:
The preset test points comprise a seat cushion upper part, a seat backrest and a foot floor upper part.
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