CN115031982A - Automobile brake jitter analysis and evaluation method - Google Patents
Automobile brake jitter analysis and evaluation method Download PDFInfo
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- CN115031982A CN115031982A CN202210388916.3A CN202210388916A CN115031982A CN 115031982 A CN115031982 A CN 115031982A CN 202210388916 A CN202210388916 A CN 202210388916A CN 115031982 A CN115031982 A CN 115031982A
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Abstract
The invention discloses a brake judder analysis and evaluation method, which comprises the steps of selecting a specific sample car brake disc to perform bench test on a brake system, and obtaining a brake torque fluctuation value generated by the thickness difference of the brake disc; establishing a multi-body dynamic model of the sample car in simulation software, and respectively establishing a braking torque normally generated by a braking system and a braking torque calculation model containing torque fluctuation according to parameters of the braking system; after the brake torque fluctuation coefficient is calculated and updated, performing brake jitter simulation on the model; and finally, obtaining the amplitude values of the frequency domain values of the longitudinal and transverse vibration rates of the steering wheel of the sample car and the seat guide rail, and using the amplitude values as a characteristic value basis for evaluating the brake jitter resistance of the car. The method combines a bench test and a simulation model, converts the thickness difference of the brake disc into the brake torque fluctuation which can be directly input by a multi-body dynamic model, reproduces the characteristic that the brake torque fluctuation changes along with the vehicle speed in the model, improves the simulation accuracy and can effectively shorten the research and development period.
Description
Technical Field
The invention belongs to the field of automobile chassis performance development, and particularly relates to an automobile brake jitter analysis and evaluation method.
Background
The automobile brake judder is a phenomenon that a steering wheel and a vehicle body shake violently in the braking process when a vehicle runs at a high speed. Typically occurring at medium deceleration braking, is a typical significant braking fault. Brake judder significantly affects vehicle comfort and driving experience and interferes with vehicle handling.
The brake shaking generation mechanism is that the brake torque generated by an automobile brake system fluctuates to cause the vibration of a brake, and the vibration is transmitted to a steering wheel and a vehicle body through a suspension system and a steering system to shake the steering wheel and a seat, so that the uncomfortable feeling of a driver is caused. The root factor is uneven contact between the brake disc and the brake caliper when the brake works, and is mainly determined by thickness difference and end face runout of the brake disc. Wherein the Thickness Difference (DTV) of the brake disc is the main factor.
At present, in the development process of automobile products, the evaluation and prediction method for the brake judder phenomenon is generally real automobile brake driving evaluation, and the brake judder fault is checked by adopting a mode of replacing relevant parts of a suspension. The real vehicle test needs longer preparation time, and needs to wait for the sample vehicle to be completely manufactured, and has the defects of long implementation period, high cost and incapability of early prediction of risks. On the other hand, the failure analysis efficiency is low due to the adoption of a part replacement troubleshooting mode, and chassis design parameters and key influence factors cannot be quickly verified in the brake jitter resistance performance evaluation.
Disclosure of Invention
In view of the above situation, the invention provides an automobile brake judder analysis and evaluation method, which solves the defects of long test period and high cost of an actual automobile and realizes efficient evaluation and prediction of the brake judder resistance of the automobile in a simulation environment.
The brief principle of the invention is as follows: a specific sample vehicle brake disc is selected for carrying out bench test on a braking system, and a braking torque fluctuation value generated by the thickness difference of the brake disc is obtained. A multi-body dynamic model of the sample car is established in simulation software, and a braking torque calculation model normally generated by a braking system and a braking torque calculation model containing torque fluctuation are respectively established according to parameters of the braking system. And after the brake torque fluctuation coefficient is calculated and updated, performing brake jitter simulation on the model. And finally, obtaining the amplitude values of the frequency domain values of the longitudinal and transverse vibration rates of the steering wheel of the sample car and the seat guide rail, and using the amplitude values as a characteristic value basis for evaluating the brake jitter resistance of the car. The specific technical scheme of the invention is as follows:
and step S1, selecting a specific sample vehicle brake disc, wherein the thickness difference of the brake disc is the upper limit value Dmax allowed by design. And carrying out braking bench test on the brake disc to obtain a braking torque fluctuation value Tv generated by the thickness difference of the brake disc.
Specifically, a brake inertia test bed is used for testing a brake bench, and the brake system parts of a specific brake disc, a brake caliper, a hub and other sample vehicles are installed on the test bed. The mass of the inertia wheel loaded by the test bed is set according to the whole vehicle inertia of the sample vehicle, the rotating speed of the main shaft of the test bed is adjusted to enable the brake disc to reach the appointed initial braking speed V, and the pressure of the brake pipeline of the test bed is adjusted to enable the brake disc to brake at the constant braking deceleration a. And testing the selected initial braking speed V and the braking deceleration a to be the medium-intensity braking condition of the automobile during high-speed running which often occurs in the brake shaking phenomenon. In the braking process, measuring the difference value between the wave crest and the wave trough of the braking torque when the braking torque is stably established, namely the braking torque fluctuation value Tv generated by the excitation of the thickness difference limit state of the braking disc;
and step S2, establishing a multi-body dynamic model of the sample vehicle in simulation software, and establishing a calculation model of the braking torque Tn normally generated by the braking systems on all sides according to the parameters of the braking systems.
Specifically, the multi-body dynamic model of the sample vehicle consists of a vehicle body system, a chassis system, a steering system, a braking system and a tire model. Inputting finished automobile parameters such as finished automobile mass, rotational inertia, mass center coordinates and the like of the sample automobile in an automobile body system of the model; inputting suspension parameters such as spring stiffness, bushing stiffness, shock absorber damping and the like of the sample car into a chassis system; inputting steering system parameters such as steering gear transmission ratio, steering gear torsion bar rigidity, steering wheel rotational inertia and the like into a steering system; and inputting brake friction coefficient u, brake disc acting radius R, brake cylinder piston area A and other brake system parameters into the brake system. The braking torque Tn normally generated by the brake system is determined by these brake system parameters and the brake line pressure P required for brake deceleration.
The calculation formula of the braking torque Tn normally generated by the braking systems on all sides of the sample vehicle is as follows:
Tn＝2·A·P·u·R
in the formula, Tn is a braking torque normally generated by a single-side braking system;
a is the area of a piston of the brake oil cylinder;
p is the brake pipe pressure;
u is the brake coefficient of friction;
and R is the acting radius of the brake disc.
In step S3, a brake torque fluctuation is input to a brake torque calculation model of a brake system of the multi-body dynamic model. Because the braking force contribution of the front wheels is far larger than that of the rear wheels when the automobile is braked, and the left and right braking forces of the automobile are unbalanced due to single-side braking torque fluctuation, the brake shaking phenomenon is more obvious, the braking torque Ta containing the torque fluctuation is input into a left front side braking torque calculation model in a braking system, and the braking torque calculation models on the right front side, the left rear side and the right rear side maintain the normally generated braking torque Tn.
Furthermore, the thickness unevenness of the brake disc reaches a peak value at a certain position of the end face of the brake disc under normal conditions, and the working principle of the disc brake shows that the thickness unevenness of the brake disc generates a brake pressure fluctuation when the brake disc rotates for a circle, so that the brake torque fluctuation of a cycle is caused, and the fluctuation cycle of the brake torque and the rotation cycle of the brake disc present a corresponding relationship. The periodic fluctuation of the braking torque is approximated to a trigonometric function, and the braking torque Ta containing the torque fluctuation is deduced to be determined by the normal braking torque Tn, the braking torque fluctuation coefficient k and the rotating direction of the brake disc according to the relation between the braking torque fluctuation and the same period of the rotation of the brake disc, and the calculation formula is as follows:
Ta＝Tn·(1-k·SIN(A))
ta is braking torque containing torque fluctuation;
tn is the braking torque normally generated by the side braking system;
k is a brake fluctuation coefficient, and the initial value is 0;
a is the change value of the angle of the brake disc rotating relative to the caliper along with the time.
And step S4, performing initial braking simulation on the multi-body dynamic model of the sample car in simulation software, calculating and updating a brake torque fluctuation coefficient k value, and performing braking jitter simulation.
Specifically, the simulated vehicle speed of the sample vehicle model and the brake line pressure P of the brake system are adjusted so that the sample vehicle model travels straight at the same brake initial speed V in step S1 and brakes at the brake deceleration a. Since the initial brake fluctuation coefficient k is 0, the brake torque Ta on the front left side at this time is equal to the normal brake torque Tn. And calculating and updating the k value in the brake torque calculation model on the left front side according to a calculation formula of the brake torque fluctuation coefficient, and performing brake simulation again under the same working condition, wherein the model car has a brake shaking phenomenon under the excitation of the brake torque fluctuation on the left front side.
The calculation formula of the brake torque fluctuation coefficient k is as follows:
k＝0.5·Tv/Tn
in the formula, k is a brake torque fluctuation coefficient;
tv is a brake torque fluctuation value;
tn is the braking torque normally generated by the side braking system;
step S5, in simulation software, the amplitude values of the circumferential tangential vibration rate Vsw of the steering wheel of the sample car, the longitudinal vibration rate Vstx and the transverse vibration rate Vsty frequency domain value at the seat guide rail are obtained and are used as the characteristic value basis for evaluating the anti-brake-shake performance of the car.
Specifically, the brake torque fluctuation generated by the brake is transmitted to the steering gear by the suspension, so that circumferential tangential vibration is generated on the steering wheel, and meanwhile, the brake torque fluctuation is transmitted to the auxiliary frame by the suspension, so that longitudinal and transverse vibration is generated on the vehicle body seat, and the discomfort of the hands and the body of a driver is caused. In the occurrence process of the brake jitter phenomenon, the vibration rate at each position changes along with the time period, and in order to facilitate identification processing, the time domain value of the vibration needs to be subjected to Fourier transform and converted into a frequency domain value. And finally obtaining the circumferential tangential vibration velocity Vsw of the steering wheel, the longitudinal vibration velocity Vstx and the transverse vibration velocity Vsty at the seat guide rail under the frequency domain value, and using the obtained values as characteristic value bases for evaluating the anti-brake-shake performance of the automobile. The smaller the amplitude of the vibration rate, the weaker the intensity of resonance generated when the automobile generates the brake shaking phenomenon, and the better the driver comfort.
Compared with the prior art, the invention has the following benefits:
1. according to the invention, by combining a bench test and a simulation model, the thickness difference of the brake disc is converted into the brake torque fluctuation which can be directly input by the automobile multi-body dynamic model, so that the problem that the automobile multi-body dynamic model cannot directly process the influence of the thickness difference of the brake disc on the brake torque is solved, and the defect of adopting a theoretical empirical value input mode is avoided;
2. according to the invention, according to the relationship that the brake torque fluctuation and the brake disc are converted into the same period, the trigonometric function is used for correlating the fluctuation of the brake torque with the rotation direction of the brake disc, the characteristic that the brake torque fluctuation changes along with the vehicle speed is reproduced in the model, the characteristic is consistent with the actual condition, and the simulation accuracy is improved;
3. the invention uses the amplitude of the circumferential tangential vibration rate of the steering wheel, the longitudinal vibration rate and the transverse vibration rate of the seat guide rail as the characteristic value basis for evaluating the brake jitter resistance of the automobile, and the analysis result corresponds to the subjective feeling of the actual driver, so that the brake jitter prediction is more accurate, the design parameters of the chassis can be rapidly verified through the model, and the efficient analysis and optimization are realized.
Drawings
FIG. 1 is a flow chart of an analysis and evaluation method for brake judder of a vehicle according to the present invention.
Figure 2 is a schematic representation of a multi-body kinetic model of a prototype vehicle in an embodiment of the present invention.
FIG. 3 is a schematic illustration of a braking system of a model of an embodiment of the present invention producing a braking torque ripple.
Fig. 4 is a diagram illustrating the conversion of the vibration rate time domain value to the frequency domain value in the embodiment of the present invention.
Detailed Description
For the purpose of more clearly illustrating the objects, technical lines and advantages of the present invention, the following detailed description of the embodiments of the present invention is provided in conjunction with the accompanying drawings.
The invention provides an automobile brake jitter analysis and evaluation method, which is applied to automobile chassis performance development. The background of the embodiment is that the brake judder resistance performance evaluation and prediction is carried out on a sample vehicle in research and development so as to verify the rationality of chassis design.
Example (b): see fig. 1-4.
Referring to fig. 1, a flow chart of the method of the present invention is shown, and the method for analyzing and evaluating the brake judder of the vehicle according to the present invention includes the following steps:
s1, selecting a specific sample vehicle brake disc, wherein the thickness difference of the brake disc is an upper limit value Dmax allowed by design, and performing brake bench test on the brake disc to obtain a brake torque fluctuation value Tv generated by the thickness difference of the brake disc;
s2, establishing a multi-body dynamic model of the sample vehicle in simulation software, and establishing a calculation model of the braking torque Tn normally generated by the braking systems on each side according to the parameters of the braking systems;
s3, inputting brake torque fluctuation in a brake torque calculation model of a brake system of the multi-body dynamics model: inputting a braking torque Ta containing torque fluctuation into a calculation model of the braking torque at the left front side, and maintaining the braking torque Tn normally generated by the calculation models of the braking torque at the right front side, the left rear side and the right rear side;
s4, performing initial braking simulation on the sample vehicle multi-body dynamic model with the braking torque input in the step S3, calculating and updating a braking torque fluctuation coefficient k value, and performing braking jitter simulation;
and S5, obtaining the amplitude values of the frequency domain values of the circumferential tangential vibration rate Vsw of the steering wheel of the sample car, the longitudinal vibration rate Vstx and the transverse vibration rate Vsty of the seat guide rail from the simulation result of the brake judder of the sample car in the step S4, and using the amplitude values as the characteristic value basis for evaluating the brake judder resistance performance of the car.
Referring to fig. 1-4, the method of the present invention is further illustrated by a specific vehicle brake judder analysis evaluation procedure.
And S1, the thickness difference allowed by the design of the front wheel brake disc of the sample vehicle is required to be that DTV is less than or equal to 20um, a specific brake disc with the thickness difference Dmax being 20um is selected, and a brake stand test is carried out by using a brake inertia test stand. And the test bed is provided with specific brake disc, brake caliper, hub and other parts of the brake system of the sample vehicle, and the mass of the inertia wheel loaded on the test bed is set according to the total vehicle inertia of the sample vehicle. The test working conditions are 120km/h brake initial speed and 0.25g brake deceleration which are frequently generated by the brake shaking phenomenon of the vehicle type. The rotation speed of the spindle of the test bed is adjusted to make the initial braking speed V equal to 120km/h, and the pressure of the brake pipeline of the test bed is adjusted to make the braking deceleration a equal to 0.25 g. In the braking process, when the braking torque is stably established, the difference value between the wave crest and the wave trough of the braking torque is measured, namely the fluctuation value Tv of the braking torque is 104 N.m;
and S2, establishing a multi-body dynamic model of the sample car in simulation software Adams, as shown in figure 2. Inputting finished automobile parameters such as finished automobile mass, rotational inertia, mass center coordinates and the like of the sample automobile in an automobile body system of the model; inputting suspension parameters such as spring stiffness, bushing stiffness, shock absorber damping and the like of the sample car into a chassis system; steering system parameters such as steering gear transmission ratio, steering gear torsion bar rigidity, steering wheel rotational inertia and the like are input into a steering system. In order to solve the braking torque Tn normally generated by each side of the braking system during simulation, a brake friction coefficient u, a brake disc acting radius R and a brake cylinder piston area A are input into an expression of a braking torque calculation model of each side according to the relation of a formula Tn 2 & A & P & u & R.
And S3, inputting brake torque fluctuation to a brake torque calculation model of the sample car in the multi-body dynamic model. And modifying the expression of the braking torque Tn normally generated at the left front side into the expression of the braking torque Ta containing torque fluctuation by applying a formula Ta (1-k SIN (A)), wherein the initial value of a braking torque fluctuation coefficient k is 0, and the expression of A is specified as the rotating angle of the brake disc relative to the caliper in the model. The right front side and left and right rear side brake torque calculation models maintain the expression of the normally generated brake torque Tn.
And S4, carrying out initial braking simulation on the multi-body dynamic model of the sample car. And setting the simulation vehicle speed, and enabling the sample vehicle model to run linearly at the initial speed V of 120 km/h. The value of the brake line pressure P in the model is adjusted so that the prototype vehicle brakes at a brake deceleration of a ═ 0.25 g. The braking torque Tn normally generated at the front left side is obtained as 896N · m, and then the braking fluctuation coefficient k is calculated as 0.058 according to the equation k as 0.5 · Tv/Tn. And updating the k value in the Ta expression of the adjustment model, and performing brake shaking simulation under the same working condition, wherein the sample vehicle model has a brake shaking phenomenon under the excitation of brake torque fluctuation as shown in FIG. 3.
And S5, after the simulation is finished, acquiring time domain values of a circumferential tangential vibration rate Vsw of the steering wheel of the sample car, a longitudinal vibration rate Vstx and a transverse vibration rate Vsty at the seat guide rail, and performing Fourier transform on the time domain values by using software to convert the time domain values into frequency domain values, as shown in FIG. 4. The resulting magnitudes of the vibration rate frequency domain values at the steering wheel and seat rails are recorded as shown in table 1. These values reflect the intensity of resonance generated during the brake judder phenomenon and the comfort of the driver, and the analysis result can be compared with other similar vehicle types to be used as a characteristic value basis for evaluating the brake judder resistance of the sample vehicle.
TABLE 1 amplitude table of vibration rate frequency domain values at steering wheel and seat track
The above embodiment is merely a preferable example of the present invention, and is intended to explain the technical idea in further detail, but not to limit the method of the present invention in any way. Insubstantial modifications and equivalents of the specific techniques known to those skilled in the art without departing from the spirit of the method and the claims are intended to be included within the scope of the invention.
Claims (8)
1. An automobile brake judder analysis and evaluation method is characterized by comprising the following steps:
s1, selecting a specific sample vehicle brake disc, wherein the thickness difference of the brake disc is an upper limit value Dmax allowed by design, and performing brake bench test on the brake disc to obtain a brake torque fluctuation value Tv generated by the thickness difference of the brake disc;
s2, establishing a multi-body dynamic model of the sample vehicle in simulation software, and establishing a calculation model of the braking torque Tn normally generated by the braking systems on each side according to the parameters of the braking systems;
s3, inputting brake torque fluctuation in a brake torque calculation model of a brake system of the multi-body dynamics model: inputting a braking torque Ta containing torque fluctuation into a calculation model of the braking torque at the left front side, and maintaining the braking torque Tn normally generated by the calculation models of the braking torque at the right front side, the left rear side and the right rear side;
s4, performing initial braking simulation on the sample vehicle multi-body dynamic model with the braking torque input in the step S3, calculating and updating a braking torque fluctuation coefficient k value, and performing braking jitter simulation;
and S5, obtaining the amplitude values of the frequency domain values of the circumferential tangential vibration rate Vsw of the steering wheel of the sample car, the longitudinal vibration rate Vstx and the transverse vibration rate Vsty of the seat guide rail from the simulation result of the brake judder of the sample car in the step S4, and using the amplitude values as a characteristic value basis for evaluating the brake judder resistance of the automobile.
2. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: the obtaining process of the brake torque fluctuation value Tv in the step S1 is as follows:
the method comprises the steps of performing brake bench test by using a brake inertia test bench, mounting brake system parts of a specific brake disc, brake calipers, a hub and other sample vehicles on the test bench, setting the mass of an inertia wheel loaded by the test bench according to the total vehicle inertia of the sample vehicles, adjusting the main shaft rotating speed of the test bench to enable the brake disc to reach an appointed initial brake speed V, adjusting the pressure of a brake pipeline of the test bench to enable the brake disc to brake at a constant brake deceleration a, testing the selected initial brake speed V and brake deceleration a as the medium-strength brake working condition during high-speed running, wherein the vehicle brake shaking phenomenon often occurs, and measuring the difference value between the peak and the trough of the brake torque when the brake torque is stably established in the braking process, namely the brake torque fluctuation value Tv generated by excitation of the thickness difference limit state of the brake disc.
3. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: in step S2, a calculation model of the braking torque Tn normally generated by each side braking system is established according to the braking system parameters, and a calculation formula of the braking torque Tn normally generated by each side braking system of the sample car is as follows:
Tn＝2·A·P·u·R
in the formula, Tn is a braking torque normally generated by a single-side braking system;
a is the area of a piston of the brake oil cylinder;
p is the brake pipe pressure;
u is the brake coefficient of friction;
and R is the acting radius of the brake disc.
4. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: the multi-body dynamic model of the sample car in the step S2 is composed of a car body system, a chassis system, a steering system, a braking system and a tire model; the brake system parameters include:
vehicle body system parameters: the whole vehicle mass, the moment of inertia and the mass center coordinate of the sample vehicle;
chassis system parameters: the spring stiffness, the bushing stiffness and the damper damping of the sample car;
steering system parameters: the steering gear transmission ratio, the steering gear torsion bar rigidity and the steering wheel rotational inertia of the sample car;
parameters of the braking system: the friction coefficient u of a brake of the sample car, the acting radius R of a brake disc and the piston area A of a brake cylinder.
5. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: in step S3, the calculation formula of the braking torque Ta including the torque ripple is as follows:
Ta＝Tn·(1-k·SIN(A))
ta is braking torque containing torque fluctuation;
tn is the braking torque normally generated by the side braking system;
k is a brake fluctuation coefficient, and the initial value is 0;
a is the change value of the angle of the brake disc rotating relative to the caliper along with the time.
6. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: the brake judder simulation process in step S4 is:
and adjusting the simulation speed of the sample vehicle model and the brake pipeline pressure P of the brake system to enable the sample vehicle model to run linearly at the same brake initial speed V in the step S1 and brake at a brake deceleration a, wherein the initial brake fluctuation coefficient k is 0, so that the brake torque Ta on the front left side is equal to the normal brake torque Tn, calculating and updating the k value in the brake torque calculation model on the front left side according to the calculation formula of the brake torque fluctuation coefficient, and performing brake simulation again under the same working condition, wherein the sample vehicle model generates a brake shaking phenomenon under the excitation of the brake torque fluctuation on the front left side.
7. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: in step S4, the brake torque fluctuation coefficient k is calculated according to the following formula:
k＝0.5·Tv/Tn
in the formula, k is a brake torque fluctuation coefficient;
tv is a brake torque fluctuation value;
tn is the braking torque normally generated by the side braking system.
8. The automobile brake judder analysis and evaluation method according to claim 1, characterized in that: in step S5, the magnitudes of the circumferential tangential vibration velocity Vsw of the steering wheel of the prototype car, the longitudinal vibration velocity Vstx at the seat rail, and the lateral vibration velocity Vsty frequency domain value are used as the basis for evaluating the characteristic value of the anti-brake-shake performance of the car, and the smaller the magnitude of the vibration velocity is, the weaker the intensity of resonance generated when the car is subjected to brake shake is, and the better the comfort of the driver is.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115891957A (en) * | 2022-11-22 | 2023-04-04 | 中国第一汽车股份有限公司 | Evaluation method for vehicle braking abnormal sound |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115891957A (en) * | 2022-11-22 | 2023-04-04 | 中国第一汽车股份有限公司 | Evaluation method for vehicle braking abnormal sound |
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