CN114091176A - Vehicle dynamics model calibration method based on time domain and frequency domain states - Google Patents
Vehicle dynamics model calibration method based on time domain and frequency domain states Download PDFInfo
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Abstract
The invention relates to a vehicle multi-body dynamics model calibration method based on time domain and frequency domain states, which can comprehensively reflect the dynamic characteristics of a vehicle multi-body dynamics model and effectively improve the vehicle multi-body dynamics modeling precision. The method comprises the following steps: establishing a vehicle rigid-flexible coupling multi-body dynamic model and a road surface model; checking basic parameters of a vehicle multi-body dynamic model; respectively acquiring vibration attenuation curves of the front suspension and the rear suspension by adopting a throwing method, performing FFT (fast Fourier transform) processing on the vibration attenuation curves, and calculating the offset frequency and the damping of the front suspension and the rear suspension; checking parameters of a multi-body dynamic model of the vehicle under a fixed working condition; acquiring a frame acceleration signal and suspension deformation data under the actual road working condition; and checking parameters of the multi-body dynamic model of the vehicle under the driving condition. The invention provides a vehicle dynamics model calibration method based on time domain and frequency domain states by applying a multi-body dynamics theory, solves the problem of large error of the conventional vehicle multi-body dynamics modeling method, and has higher applicability and operability.
Description
Technical Field
The invention relates to a vehicle dynamics model calibration method based on time domain and frequency domain states, and belongs to the technical field of vehicle dynamics simulation.
Background
When the vehicle operation stability, the smoothness, the braking and accelerating performance and the steering performance are designed, the vehicle dynamics modeling and simulation analysis method is adopted, the vehicle performance calculation precision can be improved, the product research and development period can be shortened, and the research and development cost can be saved. However, whether the vehicle multi-body dynamics modeling method is reasonable or not directly influences the simulation calculation precision, and further influences the prediction result of the vehicle performance. At present, no unified modeling method and modeling standard are formed in the aspect of vehicle multi-body dynamics modeling, most of the modeling methods are set by automobile enterprises, and the differences between the vehicle multi-body dynamics modeling method and the evaluation standard are large. At present, the vehicle dynamics simulation analysis mostly adopts a 'modeling-simulation-optimization' process, and a vehicle dynamics model calibration link is lacked, which often causes a larger error between a simulation result and a test result. In order to reduce simulation errors, a vehicle multi-body dynamic model needs to be calibrated, but due to the lack of a vehicle multi-body dynamic model calibration method and a vehicle multi-body dynamic model calibration process, most dynamics simulation technicians are under the beam of force, and the action and significance of vehicle dynamics modeling and simulation analysis are reduced to a great extent. Therefore, in order to improve the modeling precision and the modeling efficiency of the vehicle multi-body dynamics and reduce the error between the simulation result and the test result of the vehicle multi-body dynamics, a vehicle dynamics model calibration method and a vehicle dynamics model calibration process based on the time domain and the frequency domain are provided.
Disclosure of Invention
The invention aims to provide a vehicle dynamics model calibration method based on time domain and frequency domain states, which can improve the modeling precision and the modeling efficiency of vehicle multi-body dynamics and reduce the error between a vehicle multi-body dynamics simulation result and a test result, thereby solving the problem of low dynamics simulation precision caused by the lack of a vehicle multi-body dynamics model calibration method and a vehicle multi-body dynamics model calibration process.
In order to realize the purpose, the technical scheme adopted by the invention is as follows: a vehicle dynamics model calibration method based on time domain and frequency domain states is characterized by comprising the following steps:
step 1, establishing a vehicle rigid-flexible coupling multi-body dynamic model and a road surface model;
step 2, checking the axle load, rigidity, offset frequency, damping and deflection of the vehicle multi-body dynamic model;
step 3, respectively collecting vibration attenuation curves of the front suspension and the rear suspension by adopting a throwing-down method, carrying out FFT (fast Fourier transform) processing on the vibration attenuation curves, and calculating the offset frequency and the damping of the front suspension and the rear suspension;
step 4, checking parameters of a multi-body dynamic model of the vehicle under the fixed working condition;
step 5, acquiring a frame acceleration signal and suspension deformation data according to the actual road working condition;
and 6, checking parameters of the multi-body dynamic model of the vehicle under the driving condition.
Further, the step 1 comprises the following steps:
step 1.1, in an ADAMS/VIEW environment, establishing a multi-rigid-body dynamic model of each system of a vehicle according to hard point coordinates, adding quality attributes of components, and setting a constraint relation between components;
step 1.2, integrating dynamic models of all systems of the vehicle on the same platform by adopting a model integration command, setting a constraint relation among all systems, and establishing a multi-rigid-body dynamic model of the vehicle;
step 1.3, establishing a two-dimensional road surface model, and setting a contact relation between a tire and a road surface;
step 1.4, establishing a frame finite element model, calculating a frame constraint mode, extracting a frame MNF file, introducing the MNF file into a vehicle multi-rigid-body dynamic model, carrying out rigid-flexible replacement, establishing a frame flexible-body model, resetting a constraint relation between a flexible frame and other systems, and establishing a vehicle rigid-flexible coupling multi-body dynamic model;
and step 1.5, performing static balance simulation on the established rigid-flexible coupling multi-body dynamic model of the vehicle, and verifying whether the constraint relation among the systems is reasonable.
Further, the step 2 comprises the following steps:
step 2.1, calculating the total mass and the finished automobile mass center coordinate of the vehicle rigid-flexible coupling multi-body dynamic model established in the step 1;
and 2.2, comparing the total mass and the mass center coordinates of the model with the design parameters, and if the data goodness of fit of the total mass and the mass center coordinates is greater than 98%, determining that basic parameters of the vehicle multi-body dynamic model meet requirements, otherwise, checking the mass information of the dynamic model of each subsystem of the vehicle.
Further, the step 3 comprises the following steps:
step 3.1, respectively arranging a three-way sensor at the left front end (above a front axle) and the left rear end (above a rear axle) of the frame;
step 3.2, fixing the rear wheel, throwing the front wheel from a height of 30mm away from the ground, collecting a vibration attenuation curve at the left front end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the front suspension;
and 3.3, fixing the front wheel, throwing the rear wheel from a height of 30mm above the ground, collecting a vibration attenuation curve at the left rear end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the rear suspension.
Further, the step 4 comprises the following steps:
step 4.1, performing static balance simulation on the vehicle rigid-flexible coupling multi-body dynamic model qualified in the calibration in the step 2 in a gravity field, extracting and checking front axle load and rear axle load, extracting and checking static deflection of a front suspension and a rear suspension, and if the coincidence degree of a simulation result and a test result is greater than 90%, considering that the calibration meets the requirement,
step 4.2, fixing the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instantaneous pulse excitation on the front wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve at the left front end (above a front axle) of the frame, carrying out FFT (fast Fourier transform) processing on the curve, and calculating front suspension offset frequency and damping;
step 4.3, comparing the simulation result of the front suspension offset frequency and the damping with the test result in the step 3, if the coincidence degree of the simulation result and the test result is more than 90%, considering that the calibration meets the requirement,
step 4.4, fixing the front wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instant pulse excitation on the rear wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve at the left rear end (above a rear axle) of the frame, carrying out FFT (fast Fourier transform) processing on the curve, and calculating the offset frequency and the damping of the rear suspension;
and 4.5, comparing the simulation result of the rear suspension offset frequency and the damping with the test result in the step 3, and if the coincidence degree of the simulation result and the test result is greater than 90%, determining that the calibration meets the requirement.
Further, the step 5 comprises the following steps:
step 5.1, arranging a wire drawing sensor at the upper end and the lower end of the left front suspension, and arranging a wire drawing sensor at the upper end and the lower end of the left rear suspension for measuring the deformation of the suspension;
step 5.2, the vehicle is driven on a flat road surface at a uniform acceleration according to the acceleration of 1g, and deformation data of the front suspension and the rear suspension are collected through a wire drawing sensor;
and 5.3, carrying out uniform deceleration running on the flat road according to the acceleration of 1.5g, and acquiring deformation data of the front suspension and the rear suspension through a wire drawing sensor.
And 5.4, on a flat road surface, enabling the vehicle to make right-turn driving according to the lateral acceleration of 0.5g, and acquiring deformation data of the front suspension and the rear suspension through the wire drawing sensor.
Step 5.5, randomly paving the road, enabling the vehicle to run at a constant speed, collecting acceleration time domain data of the left front end (above a front axle) and the left rear end (above a rear axle) of the frame through the acceleration sensors arranged in the step 3, and carrying out FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data;
and 5.6, pulsing the road surface, enabling the vehicle to run at a constant speed, collecting acceleration time domain data of the left front end (above the front axle) and the left rear end (above the rear axle) of the frame through the acceleration sensors arranged in the step 3, and performing FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data.
Further, the step 6 comprises the following steps:
step 6.1, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, applying accelerations in the X direction of-1 g and the Z direction of-1 g to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform acceleration working condition in the step 5;
step 6.2, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, applying acceleration in the X direction 1.5g and acceleration in the Z direction-1 g to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform deceleration working condition in the step 5;
step 6.3, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, applying accelerations of 0.5g in the Y direction and-1 g in the Z direction to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the right steering working condition suspension in the step 5;
step 6.4, random road excitation is applied to the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, constant speed simulation in a gravity field is carried out, acceleration time domain data of the left front end (above a front axle) and the left rear end (above a rear axle) of the frame are extracted, and FFT processing is carried out on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the random road surface and the vehicle frame acceleration test data under the constant-speed running condition in the step 5;
step 6.5, applying pulse road surface excitation to the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, performing constant speed simulation in a gravity field, extracting acceleration time domain data of the left front end (above a front axle) and the left rear end (above a rear axle) of the frame, and performing FFT (fast Fourier transform) on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the vehicle frame acceleration test data of the pulse road surface and the constant-speed running working condition in the step 5;
and 6.6, if the coincidence degree of the simulation result and the test result is more than 85%, determining that the parameters of the multi-body dynamic model of the vehicle under the driving working condition meet the requirements.
The invention has the beneficial effects that:
the vehicle dynamics model calibration method and the vehicle dynamics model calibration process based on the time domain and the frequency domain solve the problem of low dynamics simulation precision caused by the lack of the vehicle multi-body dynamics model calibration method and the vehicle multi-body dynamics model calibration process, improve the vehicle multi-body dynamics modeling precision and the vehicle multi-body dynamics modeling efficiency, reduce errors between the vehicle multi-body dynamics simulation result and the test result, and have high applicability and operability.
Drawings
FIG. 1 is a block flow diagram of the present invention.
FIG. 2 is a schematic view of a vehicle data station of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The invention provides a vehicle dynamics model calibration method and a vehicle dynamics model calibration process based on time domain and frequency domain states, which are used for solving the problems and effectively improving the vehicle dynamics modeling and simulation precision.
Referring to fig. 1 and 2, the present embodiment mainly includes the following steps:
and establishing a rigid-flexible coupling multi-body dynamic model and a road surface model of the vehicle.
The steps of modeling the vehicle subsystem are:
in ADAMS/VIEW, a multi-rigid-body dynamic model of a tire, a suspension, a frame, a vehicle body and a steering system is built according to hard point coordinates, the quality attributes of components are added, and the constraint relation between the components is set.
Setting the rolling radius, the section size, the radial rigidity and the cornering rigidity of the front tire and the rear tire;
setting the rigidity and the damping of a front suspension and a rear suspension; the rigidity and the damping of the elastic cushion of the vehicle body are set.
The steps of the rigid-flexible coupling dynamic modeling of the vehicle are as follows:
integrating dynamic models of all systems of the vehicle on the same platform by adopting a model integration command, setting a constraint relation among all systems, and establishing a multi-rigid-body dynamic model of the vehicle;
establishing a two-dimensional road surface model, and setting a contact relation between a tire and a road surface;
establishing a frame finite element model, calculating a frame constraint mode, extracting a frame MNF file, introducing the MNF file into a vehicle multi-rigid-body dynamic model, performing rigid-flexible replacement, establishing a frame flexible-body model, resetting a constraint relation between a flexible frame and other systems, and establishing a rigid-flexible coupling vehicle multi-body dynamic model;
and carrying out static balance simulation on the established rigid-flexible coupling multi-body dynamic model of the vehicle, and verifying whether the setting of the constraint relation among the systems is reasonable or not.
The basic parameter calibration of the vehicle multi-body dynamic model comprises the following steps:
calculating the total mass and the mass center coordinate of the vehicle rigid-flexible coupling multi-body dynamic model established in the step 1;
and comparing the total mass and the mass center coordinate of the model with the design parameters, if the data goodness of fit of the total mass and the mass center coordinate of the model is greater than 98%, considering that the basic parameters of the vehicle multi-body dynamic model meet the requirements, and otherwise, checking the mass information of the dynamic model of each subsystem of the vehicle.
The basic parameter calibration results of the vehicle multi-body dynamic model are shown in table 1, the total mass and the X-direction coordinate of the mass center of the whole vehicle do not meet the calibration requirements, the mass of the vehicle body and the mass center coordinate of the vehicle body need to be adjusted, the basic parameters of the vehicle dynamic model are calculated through re-simulation, the simulation result of the total mass is 3998kg, the X-direction coordinate of the mass center is-2523 mm, and the calibration requirements are met.
TABLE 1 calibration results for the basic parameters
Respectively collecting vibration attenuation curves of a front suspension and a rear suspension by adopting an under-throwing method, carrying out FFT (fast Fourier transform) processing on the vibration attenuation curves, and calculating the offset frequency and the damping of the front suspension and the rear suspension, wherein the method comprises the following steps of:
a three-way sensor is respectively arranged at the left front end (a point F1 above the front axle in FIG. 2) and the left rear end (a point R1 above the rear axle in FIG. 2) of the frame;
fixing the rear wheel, throwing the front wheel from a height of 30mm from the ground, collecting a vibration attenuation curve of a measuring point F1 at the left front end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the front suspension;
fixing the front wheel, throwing the rear wheel from a height of 30mm from the ground, collecting a vibration attenuation curve of a measuring point R1 at the left rear end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the rear suspension;
and calibrating parameters of the multi-body dynamic model of the vehicle under the fixed working condition.
The method for calibrating the front and rear axle loads and the suspension frame static deflection comprises the following steps:
performing static balance simulation on the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2 in a gravity field;
the front axle load and the rear axle load are extracted and calibrated, the static deflection of a front suspension and a rear suspension is extracted and calibrated, the calibration result is shown in table 2, the static deflection of the front suspension does not meet the checking requirement, the front suspension is a torsion bar spring suspension, the pre-tightening force of a torsion bar in a model is reduced, the static deflection of the front suspension is calculated to be 53.6mm through re-simulation, the goodness of fit with a design value is 92.4%, and the calibration requirement is met.
TABLE 2 axle load and suspension static deflection calibration results
| Calibrating parameters | Design value | Simulation value | Degree of fit |
| Front axle load (kg) | 1800 | 1688 | 93.80％ |
| Rear axle load (kg) | 2200 | 2312 | 95.2％ |
| Front suspension static deflection (mm) | 58 | 51.5 | 88.70％ |
| Rear suspension frame static deflection (mm) | 66 | 63.7 | 96.50％ |
The steps of the suspension offset frequency and the suspension damping calibration are as follows:
fixing the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instantaneous pulse excitation on the front wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve of a frame F1 measuring point above a front axle, carrying out FFT (fast Fourier transform) processing on the curve, and calculating the offset frequency and the damping of a front suspension;
comparing the offset frequency and damping simulation result of the front suspension with the test result in the step 3, if the coincidence degree of the simulation result and the test result is more than 90%, considering that the calibration meets the requirement,
fixing the front wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instantaneous pulse excitation on the rear wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve of a measuring point R1 of a vehicle frame above a rear axle, carrying out FFT (fast Fourier transform) processing on the curve, and calculating the offset frequency and the damping of a rear suspension;
and (3) comparing the offset frequency and damping simulation result of the rear suspension with the test result in the step (3), and if the coincidence degree of the simulation result and the test result is greater than 90%, determining that the calibration meets the requirement.
The calibration results of the suspension offset frequency and the damping are shown in table 3, and the offset frequency of the front suspension and the rear suspension meets the calibration requirement; the coincidence degrees of the damping simulation result and the test result of the front suspension and the rear suspension are 72.9 percent and 72.7 percent respectively, and the calibration requirement is not met; and (3) readjusting the damping of the shock absorber in the model according to the drawing requirements of the shock absorber, and re-simulating to calculate that the damping of the front suspension is 0.33, the damping of the rear suspension is 0.31, the goodness of fit with the test result is more than 90%, and the calibration requirements are met.
TABLE 3 suspension offset frequency and damping calibration results
| Calibration parameters | Test value | Simulation value | Degree of fit |
| Front suspension offset frequency (Hz) | 1.85 | 1.91 | 96.8％ |
| Rear suspension offset frequency (Hz) | 2.12 | 2.23 | 95.1％ |
| Damping coefficient of front suspension | 0.35 | 0.48 | 72.9％ |
| Damping coefficient of rear suspension | 0.32 | 0.44 | 72.7％ |
And acquiring the acceleration signal of the frame and the deformation data of the suspension under the actual road working condition.
The steps of collecting the suspension deformation data are as follows:
a wire drawing sensor is arranged at the upper end and the lower end of the left front suspension (between points F1 and F2 in the drawing 2), and a wire drawing sensor is arranged at the upper end and the lower end of the left rear suspension (between points R1 and R2 in the drawing 2) and is used for measuring the deformation of the suspension; the method comprises the following steps that (1) on a flat road, a vehicle is driven at a uniform acceleration according to the acceleration of 1g, and deformation data of a front suspension and a rear suspension are collected through a wire drawing sensor;
and on a flat road, the vehicle uniformly decelerates according to the acceleration of 1.5g, and deformation data of the front suspension and the rear suspension are collected through the wire drawing sensor.
And on a flat road, the vehicle turns right according to 0.5g of lateral acceleration, and deformation data of the front suspension and the rear suspension are acquired through the wire drawing sensor.
The step of collecting the vehicle frame acceleration signal is as follows:
on a random road surface, the vehicle runs at a constant speed, acceleration time domain data of the left front end (F1 measuring point) and the left rear end (R1 measuring point) of the vehicle frame are collected through the acceleration sensors arranged in the step 3, and the acceleration time domain data are subjected to FFT (fast Fourier transform) processing to obtain acceleration frequency domain data; and (3) acquiring acceleration time domain data of the left front end (measured point F1) and the left rear end (measured point R1) of the frame through the acceleration sensor arranged in the step 3, and performing FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data. And calibrating parameters of the multi-body dynamic model of the running condition vehicle.
The suspension deformation calibration method comprises the following steps:
fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, applying the acceleration in the X direction of-1 g and the acceleration in the Z direction of-1 g in the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform acceleration working condition in the step 5;
fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, applying the acceleration of 1.5g in the X direction and 1g in the Z direction to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform deceleration working condition in the step 5;
fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, applying the acceleration of 0.5g in the Y direction and 1g in the Z direction to the model, extracting the deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the right steering working condition suspension in the step 5;
if the coincidence degree of the simulation result and the test result is more than 85%, the suspension deformation checking is considered to meet the requirement;
the suspension deflection calibration results are shown in table 4, where the front and rear suspension deflections meet the calibration requirements.
Table 4 suspension deformation calibration results
The method for calibrating the acceleration on the vehicle frame comprises the following steps:
applying random road excitation to the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, carrying out uniform speed simulation in a gravity field, extracting acceleration time domain data of the left front end (F1 measuring point) and the left rear end (R1 measuring point) of the frame, and carrying out FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the random road surface and the vehicle frame acceleration test data under the constant-speed running condition in the step 5;
applying pulse road surface excitation to the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, carrying out uniform speed simulation in a gravity field, extracting acceleration time domain data of the left front end (F1 measuring point) and the left rear end (R1 measuring point) of the frame, and carrying out FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the pulse road surface working condition frame acceleration test data in the step 5;
and if the coincidence degree of the simulation result and the test result is more than 85%, the vehicle frame acceleration check is considered to meet the requirement.
The results of the vehicle frame acceleration calibration are shown in table 5, and the front end of the vehicle frame (point F1) and the rear end of the vehicle frame (point R1) meet the calibration requirements.
TABLE 5 vehicle frame acceleration calibration results
In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.
Claims (7)
1. A vehicle dynamics model calibration method based on time domain and frequency domain states is characterized by comprising the following steps:
step 1, establishing a rigid-flexible coupling multi-body dynamic model and a road surface model of a vehicle;
step 2, checking the axle load, rigidity, offset frequency, damping and deflection of the vehicle multi-body dynamic model;
step 3, respectively collecting vibration attenuation curves of the front suspension and the rear suspension by adopting a throwing-down method, carrying out FFT (fast Fourier transform) processing on the vibration attenuation curves, and calculating the offset frequency and the damping of the front suspension and the rear suspension;
step 4, checking parameters of a multi-body dynamic model of the vehicle under the fixed working condition;
step 5, acquiring a frame acceleration signal and suspension deformation data according to the actual road working condition;
and 6, checking parameters of the multi-body dynamic model of the vehicle under the driving condition.
2. The method according to claim 1, characterized in that: the step 1 comprises the following steps:
step 1.1, in an ADAMS/VIEW environment, establishing a multi-rigid-body dynamic model of each system of a vehicle according to hard point coordinates, adding quality attributes of components, and setting a constraint relation between components;
step 1.2, integrating dynamic models of all systems of the vehicle on the same platform by adopting a model integration command, setting a constraint relation among all systems, and establishing a multi-rigid-body dynamic model of the vehicle;
step 1.3, establishing a two-dimensional road surface model, and setting a contact relation between a tire and a road surface;
step 1.4, establishing a frame finite element model, calculating a frame constraint mode, extracting a frame MNF file, importing the MNF file into a vehicle multi-rigid-body dynamic model, performing rigid-flexible replacement, establishing a frame flexible-body model, resetting constraint relations between a flexible frame and other systems, and establishing a vehicle rigid-flexible coupling multi-body dynamic model;
and step 1.5, performing static balance simulation on the established rigid-flexible coupling multi-body dynamic model of the vehicle, and verifying whether the constraint relation among the systems is reasonable.
3. The method according to claim 1, characterized in that: the step 2 comprises the following steps:
step 2.1, calculating the total mass and the finished automobile mass center coordinate of the vehicle rigid-flexible coupling multi-body dynamic model established in the step 1;
and 2.2, comparing the total mass and the mass center coordinates of the model with the design parameters, and if the data goodness of fit of the total mass and the mass center coordinates is greater than 98%, determining that basic parameters of the vehicle multi-body dynamic model meet requirements, otherwise, checking the mass information of the dynamic model of each subsystem of the vehicle.
4. The method according to claim 3, characterized in that: the step 3 comprises the following steps:
step 3.1, respectively arranging a three-way sensor at the left front end of the frame, namely above the front axle, and at the left rear end of the frame, namely above the rear axle;
step 3.2, fixing the rear wheel, throwing the front wheel from a height of 30mm away from the ground, collecting a vibration attenuation curve at the left front end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the front suspension;
and 3.3, fixing the front wheel, throwing the rear wheel from the height of 30mm away from the ground, collecting a vibration attenuation curve at the left rear end of the frame, performing FFT (fast Fourier transform) processing on the vibration attenuation curve, and calculating the offset frequency and the damping of the rear suspension.
5. The method according to claim 1, characterized in that the method comprises the steps of: the step 4 comprises the following steps:
step 4.1, performing static balance simulation on the vehicle rigid-flexible coupling multi-body dynamic model qualified in the calibration in the step 2 in a gravity field, extracting and checking front axle load and rear axle load, extracting and checking static deflection of a front suspension and a rear suspension, and if the coincidence degree of a simulation result and a test result is greater than 90%, considering that the calibration meets the requirement,
step 4.2, fixing the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instantaneous pulse excitation on the front wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve at the left front end of the frame, carrying out FFT (fast Fourier transform) processing on the curve, and calculating the offset frequency and the damping of the front suspension;
step 4.3, comparing the simulation result of the front suspension offset frequency and the damping with the test result in the step 3, if the coincidence degree of the simulation result and the test result is more than 90%, considering that the calibration meets the requirement,
4.4, fixing the front wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 2, applying a Z-direction instant pulse excitation on the rear wheels, carrying out vehicle dynamic simulation calculation, collecting a vibration attenuation curve at the left rear end of the frame, carrying out FFT (fast Fourier transform) processing on the curve, and calculating the offset frequency and the damping of the rear suspension;
and 4.5, comparing the simulation result of the rear suspension offset frequency and the damping with the test result in the step 3, and if the coincidence degree of the simulation result and the test result is greater than 90%, determining that the calibration meets the requirement.
6. The method according to claim 5, wherein the calibration method comprises the following steps: the step 5 comprises the following steps:
step 5.1, arranging a wire drawing sensor at the upper end and the lower end of the left front suspension, and arranging a wire drawing sensor at the upper end and the lower end of the left rear suspension for measuring the deformation of the suspensions;
step 5.2, the vehicle is driven on a flat road surface at a uniform acceleration according to the acceleration of 1g, and deformation data of the front suspension and the rear suspension are collected through a wire drawing sensor;
and 5.3, carrying out uniform deceleration running on the flat road according to the acceleration of 1.5g, and acquiring deformation data of the front suspension and the rear suspension through a wire drawing sensor.
And 5.4, on a flat road surface, enabling the vehicle to make right-turn driving according to the lateral acceleration of 0.5g, and acquiring deformation data of the front suspension and the rear suspension through the wire drawing sensor.
Step 5.5, randomly paving a road, enabling the vehicle to run at a constant speed, collecting acceleration time domain data of the left front end and the left rear end of the frame through the acceleration sensors arranged in the step 3, and performing FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data;
and 5.6, pulsing the road surface, enabling the vehicle to run at a constant speed, collecting acceleration time domain data of the left front end and the left rear end of the frame through the acceleration sensors arranged in the step 3, and performing FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data.
7. The method according to claim 1, characterized in that: the step 6 comprises the following steps:
step 6.1, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, applying accelerations in the X direction of-1 g and the Z direction of-1 g to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform acceleration working condition in the step 5;
step 6.2, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, applying accelerations in the X direction 1.5g and the Z direction-1 g to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the suspension under the uniform deceleration working condition in the step 5;
step 6.3, fixing the front wheels and the rear wheels of the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, applying accelerations of 0.5g in the Y direction and-1 g in the Z direction to the model, extracting deformation data of the front suspension and the rear suspension through simulation, and comparing the deformation data with the deformation test data of the right steering working condition suspension in the step 5;
step 6.4, random pavement excitation is applied to the vehicle rigid-flexible coupling multi-body dynamic model which is qualified in the step 4, uniform speed simulation in a gravity field is carried out, acceleration time domain data of the left front end and the left rear end of the frame are extracted, and FFT processing is carried out on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the random road surface and the vehicle frame acceleration test data under the constant-speed running condition in the step 5;
step 6.5, applying pulse road surface excitation to the vehicle rigid-flexible coupling multi-body dynamic model qualified in the step 4, performing constant speed simulation in a gravity field, extracting acceleration time domain data of the left front end and the left rear end of the frame, and performing FFT (fast Fourier transform) processing on the acceleration time domain data to obtain acceleration frequency domain data; comparing the simulation result with the vehicle frame acceleration test data of the pulse road surface and the constant-speed running working condition in the step 5;
and 6.6, if the coincidence degree of the simulation result and the test result is more than 85%, determining that the parameters of the multi-body dynamic model of the vehicle under the driving working condition meet the requirements.
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