CN115062414B - Cab suspension system rigidity measurement method based on equivalent rigidity theory - Google Patents
Cab suspension system rigidity measurement method based on equivalent rigidity theory Download PDFInfo
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- CN115062414B CN115062414B CN202210708358.4A CN202210708358A CN115062414B CN 115062414 B CN115062414 B CN 115062414B CN 202210708358 A CN202210708358 A CN 202210708358A CN 115062414 B CN115062414 B CN 115062414B
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- 239000000725 suspension Substances 0.000 title claims abstract description 133
- 238000000691 measurement method Methods 0.000 title claims description 9
- 230000005284 excitation Effects 0.000 claims abstract description 85
- 238000004088 simulation Methods 0.000 claims abstract description 70
- 238000000034 method Methods 0.000 claims abstract description 24
- 238000005259 measurement Methods 0.000 claims abstract description 15
- 238000006073 displacement reaction Methods 0.000 claims description 49
- 238000013016 damping Methods 0.000 claims description 17
- 239000003381 stabilizer Substances 0.000 claims description 6
- 239000006096 absorbing agent Substances 0.000 claims description 4
- 230000005484 gravity Effects 0.000 claims description 4
- 230000035939 shock Effects 0.000 claims description 4
- 239000000463 material Substances 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 claims description 2
- 230000007613 environmental effect Effects 0.000 claims description 2
- 230000009977 dual effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 5
- 230000036316 preload Effects 0.000 description 2
- 230000000452 restraining effect Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
Abstract
The invention discloses a cab suspension system rigidity measuring method based on an equivalent rigidity theory, which comprises the steps of establishing a three-dimensional model of a cab suspension system; establishing a simulation model of a commercial vehicle cab suspension system; setting excitation modes of the simulation model according to different working conditions based on an equivalent stiffness theory; comprehensively considering the differences between the real vehicle test environment and the model simulation environment of the cab suspension system, and enabling the model simulation environment to be similar to the real vehicle test environment by setting simulation environment conditions; and (3) carrying out the rigidity simulation of the simulation model to obtain an equivalent rigidity curve of the cab suspension system. The method changes the rigidity measurement mode of the traditional cab suspension system, and realizes the dual promotion of measurement efficiency and measurement cost; by applying the equivalent stiffness theory, the problem of large stiffness measurement workload of the cab suspension system is effectively solved, and the stiffness measurement efficiency of the system is greatly improved.
Description
Technical Field
The invention relates to the field of measurement of commercial vehicle cab parameters, in particular to a cab suspension system rigidity measurement method based on an equivalent rigidity theory.
Background
The stiffness of the cab suspension system is one of the key parameters affecting the vibration isolation performance of the cab, and the accuracy of the parameters directly affects the accuracy and effectiveness of subsequent cab ride analysis. At present, no special commercial vehicle cab suspension system rigidity test device exists in China, and most enterprises adopt a hydraulic durable platform to measure the rigidity of a cab suspension system. But the commonality of the durable platform of hydraulic pressure is relatively poor, and the precision and the stability of loading force can't guarantee, seriously influences the cab suspension system rigidity detection effect. Meanwhile, the rigidity of the cab suspension system is difficult to measure due to the characteristics of nonlinearity, dispersibility, asymmetry and the like of the rigidity of the elastic element. When the rigidity of the system is measured, if only the rigidity of the suspension damper is measured, larger errors can be brought to subsequent cab ride comfort analysis; if the rigidity of each elastic element is measured independently, the measured rigidity is accumulated with the rigidity of the suspension shock absorber, so that error accumulation can be caused, and meanwhile, the measuring workload of technicians can be greatly increased.
In order to solve the problems, a new measurement mode is needed to conveniently obtain the rigidity of the cab suspension system, so that the rigidity measurement cost of enterprises to the cab suspension system is reduced under the trend of the existing industry, and the measurement efficiency is improved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a cab suspension system rigidity measuring method based on an equivalent rigidity theory, which can reduce the rigidity measuring cost of enterprises on the cab suspension system and improve the measuring efficiency under the existing industry trend.
The technical scheme for realizing the aim of the invention is as follows:
a cab suspension system rigidity measuring method based on an equivalent rigidity theory comprises the following steps:
1) Establishing a three-dimensional model of the cab suspension system, and acquiring real vehicle parameters of the cab suspension system;
2) Establishing a corresponding simulation model according to the three-dimensional model and the real vehicle parameters established in the step 1);
3) Setting an excitation mode of a simulation model based on an equivalent stiffness theory;
4) Setting conditions of a simulation environment;
5) And (3) simulating the cab suspension system model according to the simulation model established in the step (2) and the settings in the step (3) and the step (4), and obtaining the equivalent rigidity of the system.
In step 1), the three-dimensional model of the cab suspension system comprises: cab model, cab front suspension model, cab rear suspension model and frame model; the structure of suspension before the driver's cabin and suspension behind the driver's cabin includes: the device comprises a shock absorber air bag, a guide swing arm, a transverse stabilizer bar and a cab floor beam bracket; the structure of the cab model comprises: cab shell structure and cab floor beams; the structure of the frame model comprises: frame cross beam and direction swing arm support.
In step 1), the real vehicle parameters of the cab suspension system include: the method comprises the following steps of a rigid body inertia parameter of a cab, a driver mass parameter, a secondary driver mass parameter, an equivalent mass parameter of an object in the cab, a damping air bag stiffness parameter of a front suspension/rear suspension of the cab, a stiffness parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a damping parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a stiffness parameter of a limiting block of the front suspension/rear suspension of the cab, a damping parameter of a limiting block of the front suspension/rear suspension of the cab, and a material coefficient of a transverse stabilizer of the cab.
In the step 3), the equivalent stiffness theory comprises the following specific contents:
Constant force displacement measurement method: and (3) equivalent exciting forces on the cab are equivalent to one force, displacement generated by the excitation of the cab under the equivalent exciting forces is measured, and finally an equivalent stiffness curve of the cab suspension system under different displacement strokes is calculated.
Constant displacement force measurement method: adding displacement excitation on the cab, enabling the cab to generate a fixed stroke through the displacement excitation, detecting supporting counter force born by each displacement excitation point, finally calculating the sum of counter forces born by the excitation points of the cab under fixed displacement, and then solving an equivalent stiffness curve of the cab.
In step 4), the simulation environment conditions specifically include:
considering the real vehicle test environment, the frame needs to be fixed with the ground in the model simulation, so that the frame is ensured to be relatively stationary;
Considering the real vehicle test condition, the addition of the excitation points in the model simulation is required to be placed on a rigid body part of the cab, so that the part is ensured not to generate larger deformation when excitation is applied;
in order to avoid error interference influence, the gravity in the simulation environment is removed, and meanwhile, the supporting force of the suspension damper in the simulation model is also removed;
In order to avoid stiffness hysteresis caused by damping parameters, the damping parameters of the elastic elements in the simulation model need to be set to zero.
In step 5), the setting of the different excitation modes specifically includes:
Four-point excitation mode: when the cab simulation model is of a rigid structure, exciting force or exciting displacement can be added at the assembly position of the cab simulation model and the front suspension/rear suspension simulation model, and the left side and the right side of the front suspension and the rear suspension are symmetrically added.
Centroid point excitation mode: when the cab shell only has the appearance parameters, and the inertia parameters are equivalent to the mass center, exciting force or exciting displacement can be added at the mass center point, and meanwhile, a five-degree-of-freedom constraint condition (restraining the pitching, the rolling, the torsion, the transverse translation and the longitudinal translation of the cab) is added at the mass center, so that the cab can only vertically displace.
Three-point excitation mode: when the structure of the cab simulation model is insufficient to find the excitation positions which are symmetrically distributed and have enough rigidity, displacement excitation can be added at any three rigidity excitation positions of the cab, so that the cab is ensured to generate vertical displacement without rollover. The three-point excitation method cannot use force as an excitation source because the method cannot ensure torque balance of the cab.
Suspension individual excitation summation mode: when the simulation model has no structural parameters of the cab, excitation force or excitation displacement can be added to the front suspension simulation model and the rear suspension simulation model independently to obtain the equivalent stiffness of the suspension system, and then the equivalent stiffness of the final cab suspension system is obtained by adding.
In step 5), the equivalent stiffness of the system is calculated by the following specific calculation method:
（1）
In the formula (1), K E is the equivalent stiffness of the cab suspension system; f i is force sensor measurement data of an excitation point at the ith position on the cab; d i is displacement sensor measurement data of the excitation point at the i-th position on the cab.
The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory can avoid huge workload caused by independently measuring each elastic element of a target vehicle type, reduce the workload of measuring staff and improve the measuring efficiency. Meanwhile, when the method is used for measuring the rigidity of the cab suspension system, the method has no requirement on a measuring instrument, and the measuring cost is reduced. The method is simple to operate, the rigidity of the suspension system of the cab of more vehicle types can be measured by changing the addition scheme of the excitation mode according to different working condition demands, and the measuring environment is a software working environment and is not influenced by real environment factors.
Drawings
FIG. 1 is a schematic view of a three-dimensional model in an embodiment;
FIG. 2 is a schematic diagram of a simulation model of an embodiment;
FIG. 3 is a schematic diagram of a four-point excitation pattern of an embodiment;
FIG. 4 is a schematic diagram of centroid point excitation patterns of an embodiment;
FIG. 5 is a schematic diagram of a three-point excitation pattern of an embodiment;
FIG. 6 is a schematic diagram of a suspension individual excitation summation mode of an embodiment;
fig. 7 is an equivalent stiffness curve of the cab suspension system.
Detailed Description
The present invention will now be further illustrated with reference to the drawings and examples, but is not limited thereto.
Examples:
In the embodiment of the invention, the directional indication (such as X direction, Y direction and Z direction … …) is designed, and is only used for explaining the relative position relationship, movement condition and the like of each component, each force and acting object and each sensor and identifying object under the given global coordinate system of the simulation software, and if the posture of the global coordinate system is changed, the directional indication is correspondingly changed.
A cab suspension system rigidity measuring method based on an equivalent rigidity theory comprises the following steps:
1) Establishing a three-dimensional model of the cab suspension system, wherein the established three-dimensional model is shown in fig. 1; comprising: cab model, cab front suspension model, cab rear suspension model and frame model; the structure of suspension before the driver's cabin and suspension behind the driver's cabin includes: the device comprises a shock absorber air bag, a guide swing arm, a transverse stabilizer bar and a cab floor beam bracket; the structure of the cab model comprises: cab shell structure and cab floor beams; the structure of the frame model comprises: a frame cross beam and a guide swing arm bracket; wherein: the real vehicle parameters of the cab suspension system include: the method comprises the following steps of (1) a rigid body inertia parameter of a cab, a mass parameter of the cab, a mass parameter of a secondary driver, an equivalent mass parameter of an object in the cab, a damping parameter of a front suspension/rear suspension damping airbag of the cab, a stiffness parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a damping parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a stiffness parameter of a front suspension/rear suspension limiting block of the cab, a damping parameter of a front suspension/rear suspension limiting block of the cab and a material coefficient of a transverse stabilizer bar of the cab;
2) According to the established three-dimensional model, establishing a required simulation model, wherein the simulation model comprises: cab, cab front suspension, cab rear suspension and frame. The simulation model established is shown in fig. 2.
3) According to the established simulation model, setting environmental conditions before simulation, and adding a fixed auxiliary vehicle frame to the simulation model to fix the vehicle frame with the ground; setting damping parameters of all elastic elements in the simulation model to zero, so as to avoid the influence of rigidity hysteresis on subsequent data reading; and (3) setting the gravity in the simulation model to zero, and simultaneously setting the preload of the suspension damper to zero, so that the preload error interference is avoided. The equivalent stiffness theory comprises the following specific contents:
Constant force displacement measurement method: and (3) equivalent exciting forces on the cab are equivalent to one force, displacement generated by the excitation of the cab under the equivalent exciting forces is measured, and finally an equivalent stiffness curve of the cab suspension system under different displacement strokes is calculated.
Constant displacement force measurement method: adding displacement excitation on the cab, enabling the cab to generate a fixed stroke through the displacement excitation, detecting supporting counter force born by each displacement excitation point, finally calculating the sum of counter forces born by the excitation points of the cab under fixed displacement, and then solving an equivalent stiffness curve of the cab.
4) According to the established simulation model, the four-point excitation mode, the centroid point excitation mode and the three-point excitation mode are adopted to add excitation force or excitation displacement on the cab rigid structural member, as shown in figures 3, 4 and 5. The simulation environment conditions specifically comprise:
considering the real vehicle test environment, the frame needs to be fixed with the ground in the model simulation, so that the frame is ensured to be relatively stationary;
Considering the real vehicle test condition, the addition of the excitation points in the model simulation is required to be placed on a rigid body part of the cab, so that the part is ensured not to generate larger deformation when excitation is applied;
in order to avoid error interference influence, the gravity in the simulation environment is removed, and meanwhile, the supporting force of the suspension damper in the simulation model is also removed;
In order to avoid stiffness hysteresis caused by damping parameters, the damping parameters of the elastic elements in the simulation model need to be set to zero.
5) According to the established simulation model, an independent excitation summation mode of the suspensions is adopted to respectively add excitation force or excitation displacement on the front suspension and the rear suspension simulation model, as shown in fig. 6. The setting of different excitation modes specifically comprises the following steps:
Four-point excitation mode: when the cab simulation model is of a rigid structure, exciting force or exciting displacement can be added at the assembly position of the cab simulation model and the front suspension/rear suspension simulation model, and the left side and the right side of the front suspension and the rear suspension are symmetrically added.
Centroid point excitation mode: when the cab shell only has the appearance parameters, and the inertia parameters are equivalent to the mass center, exciting force or exciting displacement can be added at the mass center point, and meanwhile, a five-degree-of-freedom constraint condition (restraining the pitching, the rolling, the torsion, the transverse translation and the longitudinal translation of the cab) is added at the mass center, so that the cab can only vertically displace.
Three-point excitation mode: when the structure of the cab simulation model is insufficient to find the excitation positions which are symmetrically distributed and have enough rigidity, displacement excitation can be added at any three rigidity excitation positions of the cab, so that the cab is ensured to generate vertical displacement without rollover. The three-point excitation method cannot use force as an excitation source because the method cannot ensure torque balance of the cab.
Suspension individual excitation summation mode: when the simulation model has no structural parameters of the cab, excitation force or excitation displacement can be added to the front suspension simulation model and the rear suspension simulation model independently to obtain the equivalent stiffness of the suspension system, and then the equivalent stiffness of the final cab suspension system is obtained by adding.
The equivalent stiffness of the system is calculated by the following specific steps:
（1）
In the formula (1), K E is the equivalent stiffness of the cab suspension system; f i is force sensor measurement data of an excitation point at the ith position on the cab; d i is displacement sensor measurement data of the excitation point at the i-th position on the cab.
6) And carrying out equivalent stiffness simulation on the simulation model according to the established simulation model and the completed simulation environment condition setting, finally obtaining a force-displacement curve measured by each excitation point, adding the force-displacement curves of the excitation points to obtain a total force-displacement curve, and obtaining a stiffness-displacement curve through force-displacement derivative, as shown in figure 7. The rigidity of the curves obtained by the four-point excitation mode, the centroid point excitation mode and the three-point excitation mode is the same, and the rigidity curve obtained by the suspension single excitation summation mode has a certain error.
Claims (8)
1. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory is characterized by comprising the following steps of:
1) Establishing a three-dimensional model of the cab suspension system, and acquiring real vehicle parameters of the cab suspension system;
2) Establishing a corresponding simulation model according to the established three-dimensional model and real vehicle parameters;
3) Setting excitation modes of the simulation model according to different working conditions based on an equivalent stiffness theory;
4) Setting conditions of a simulation environment;
5) Simulating a cab suspension system model to obtain the equivalent stiffness of the system;
In step 3), the equivalent stiffness theory includes:
1) Constant force displacement measurement method: all excitation forces on the cab are equivalent to one force, displacement generated by the excitation of the cab under the equivalent excitation forces is measured, and finally an equivalent stiffness curve of the cab suspension system under different displacement strokes is calculated;
2) Constant displacement force measurement method: adding displacement excitation on the cab, enabling the cab to generate a fixed stroke through the displacement excitation, detecting supporting counter-force born by each displacement excitation point, finally calculating the sum of the counter-forces born by the excitation points of the cab under fixed displacement, and then solving an equivalent stiffness curve of the cab;
the setting of the excitation modes of the simulation model according to different working conditions comprises the following steps:
1) Four-point excitation mode: when the cab simulation model is of a rigid structure, exciting force or exciting displacement can be added at the assembly position of the cab simulation model and the front suspension/rear suspension simulation model, and the left side and the right side of the front suspension and the rear suspension are symmetrically added;
2) Centroid point excitation mode: when the shell of the cab has only appearance parameters and the inertia parameters are equivalent to the mass center, exciting force or exciting displacement can be added at the mass center point, and meanwhile, a five-degree-of-freedom constraint condition is added at the mass center, so that the cab can only vertically displace;
3) Three-point excitation mode: when the structure of the simulation model of the cab is insufficient to find the excitation positions which are symmetrically distributed and have enough rigidity, displacement excitation can be added at any three rigidity excitation positions of the cab, so that the cab is ensured to generate vertical displacement without rollover;
4) Suspension individual excitation summation mode: when the simulation model has no structural parameters of the cab, excitation force or excitation displacement can be added to the front suspension simulation model and the rear suspension simulation model independently, so that the equivalent stiffness of the suspension system is obtained, and the equivalent stiffness of the final cab suspension system is obtained by adding.
2. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory according to claim 1, wherein in the step 1), the three-dimensional model of the cab suspension system comprises: cab model, cab front suspension model, cab rear suspension model and frame model.
3. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory according to claim 1, wherein in the step 1), the real vehicle parameters of the cab suspension system comprise: the method comprises the following steps of a rigid body inertia parameter of a cab, a driver mass parameter, a secondary driver mass parameter, an equivalent mass parameter of an object in the cab, a damping air bag stiffness parameter of a front suspension/rear suspension of the cab, a stiffness parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a damping parameter of each elastic rubber bushing of the front suspension/rear suspension of the cab, a stiffness parameter of a limiting block of the front suspension/rear suspension of the cab, a damping parameter of a limiting block of the front suspension/rear suspension of the cab, and a material coefficient of a transverse stabilizer of the cab.
4. A method for measuring the stiffness of a cab suspension system based on the equivalent stiffness theory as set forth in claim 2, wherein the structure of the cab front suspension and the cab rear suspension comprises: shock absorber gasbag, direction swing arm, stabilizer bar, driver's cabin floor beam support.
5. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory according to claim 2, wherein the structure of the cab model comprises the following steps: cab shell structure and cab floor beams.
6. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory according to claim 2, wherein the structure of the frame model comprises the following steps: frame cross beam and direction swing arm support.
7. The method for measuring the stiffness of the suspension system of the cab based on the equivalent stiffness theory according to claim 1, wherein in the step 4), the simulation environmental conditions include:
1) According to the real vehicle test environment, the frame is required to be fixed with the ground in model simulation, so that the frame is ensured to be relatively stationary;
2) According to the real vehicle test condition, the addition of the excitation points in the model simulation is required to be placed on a rigid body part of the cab, so that the part is ensured not to generate larger deformation when excitation is applied;
3) In order to avoid error interference influence, removing gravity in a simulation environment, and simultaneously removing supporting force of a suspension damper in a simulation model;
4) In order to avoid stiffness hysteresis caused by damping parameters, the damping parameters of the elastic elements in the simulation model are set to zero.
8. The method for measuring the rigidity of the cab suspension system based on the equivalent rigidity theory according to claim 1, wherein in the step 5), the specific calculation method of the equivalent rigidity is as follows:
In the formula (1), K E is the equivalent stiffness of the cab suspension system; f i is force sensor measurement data of an excitation point at the ith position on the cab; d i is displacement sensor measurement data of the excitation point at the i-th position on the cab.
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| CN202210708358.4A CN115062414B (en) | 2022-06-22 | Cab suspension system rigidity measurement method based on equivalent rigidity theory |
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| CN202210708358.4A CN115062414B (en) | 2022-06-22 | Cab suspension system rigidity measurement method based on equivalent rigidity theory |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107506560A (en) * | 2017-09-13 | 2017-12-22 | 中国第汽车股份有限公司 | The method of calibration of driver's cabin stabilizer bar system roll angular rigidity |
| CN107679284A (en) * | 2017-09-08 | 2018-02-09 | 中国第汽车股份有限公司 | The computational methods of coaxial-type driver's cabin stabilizer bar system deformation |
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107679284A (en) * | 2017-09-08 | 2018-02-09 | 中国第汽车股份有限公司 | The computational methods of coaxial-type driver's cabin stabilizer bar system deformation |
| CN107506560A (en) * | 2017-09-13 | 2017-12-22 | 中国第汽车股份有限公司 | The method of calibration of driver's cabin stabilizer bar system roll angular rigidity |
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