A hybrid analysis method for solving coupled vibration of suspension system

Abstract

The present invention relates to a hybrid analysis method for solving the coupled vibration of a suspension system, comprising the following steps: firstly, a vibration test of a suspension system bench is performed, and the relative deformation of the suspension is virtually inversely calculated; coupled vibration analysis of the front and rear suspensions is performed; a dynamic vibration model of the whole vehicle is established, and a vibration simulation analysis is performed; a parametric dynamic model of the suspension system is established, and sensitivity analysis of factors affecting the coupled vibration of the suspension is performed; an optimization simulation analysis of the coupled vibration of the suspension is performed, and an optimization scheme effect verification analysis is performed. The present invention comprehensively utilizes the principles of dynamics and experimental techniques, and provides a hybrid analysis method for coupled vibration of a suspension system, which solves the problems of simple boundary conditions and large errors in analysis results of existing coupled vibration analysis methods of suspension systems. The analysis method of the present invention has high applicability and operability, and is characterized by high accuracy of analysis results and significant optimization effects.

Description

Technical Field

[0001] The invention relates to a hybrid analysis method for solving coupled vibration of a suspension system, belonging to the technical field of vehicle dynamics simulation and experimental analysis. Background Art

[0002] When a vehicle is traveling on an uneven road, vertical vibration and pitch vibration are key indicators for evaluating vehicle comfort. Superior comfort performance requires that the amplitude of the vertical vibration and pitch vibration of the vehicle body be as small as possible. However, a car is a complex system. When the stiffness, damping, front and rear axle loads, and wheelbase design of the front and rear suspensions are unreasonable, the coupling vibration phenomenon of the front and rear suspensions will often occur, causing the vehicle body to produce obvious vertical vibration and pitch vibration, affecting the comfort and health of the driver and passengers. The coupling vibration analysis and decoupling design of the front and rear suspensions are the basis for improving the NVH performance of the vehicle and achieving vehicle vibration control. There are more and more related studies. Junhong Zhang et al. proposed a mathematical model to describe the dynamics of road transport vehicles in the literature "A mathematical model for coupled vibration system of road vehicle and coupling effect analysis", and used state space theory to study the coupling correlation between substructures. Judy P et al. installed three-way sensors at three different positions on the vehicle body in the literature "Pitching effect of a three-mass vehicle model for analyzing vehicle-bridge interaction", and analyzed the test data to reveal the wheel vibration response. X.Sun et al. established a mathematical model of a four-degree-of-freedom vehicle suspension system in the paper "Research of Simulation on the Effect of Suspension Damping on Vehicle Ride", established the vibration differential equation of the vehicle suspension, and derived the frequency response function of the vibration between the suspensions in theory. At present, the research on the coupling vibration of the front and rear suspensions is mostly focused on the fields of theoretical modeling analysis and dynamic simulation. However, when the vehicle is driving on uneven roads, axle load transfer, suspension deformation hysteresis, damping nonlinearity, impact between components and other phenomena often occur, making the theoretical analysis and dynamic simulation results unable to accurately reflect the coupling vibration characteristics of the suspension. In order to improve the analysis accuracy of the coupling vibration of the front and rear suspensions of the vehicle, and reduce the degree of coupling vibration of the front and rear suspensions by optimizing simulation technology, a hybrid analysis method for solving the coupling vibration of the suspension system is proposed. Summary of the invention

[0003] The purpose of the present invention is to propose a hybrid analysis method for solving the coupled vibration of a suspension system in view of the problems existing in the prior art.

[0004] The specific technical solution of the present invention is as follows: A hybrid analysis method for solving the coupled vibration of a suspension system comprises the following steps:

[0005] Step 1, performing a vibration test on a suspension system bench to virtually inversely determine the relative deformation of the suspension system;

[0006] Step 2, conduct coupled vibration analysis on the front and rear suspensions;

[0007] Step 3: Establish a vehicle dynamics vibration model and perform vibration simulation analysis;

[0008] Step 4, establish a parametric dynamic model of the suspension system, and perform sensitivity analysis on the factors affecting the suspension coupling vibration;

[0009] Step 5: Optimize the coupled vibration of the suspension system based on the data obtained in the previous steps, and perform optimization simulation analysis and optimization scheme effect verification analysis.

[0010] Furthermore, the step 1 includes the following specific steps:

[0011] Step 1.1, fix the front wheels of the vehicle on the test bench, make the rear wheels free, apply Z-direction pulse displacement excitation to the test bench by driving the hydraulic cylinder, and extract the acceleration data of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system respectively;

[0012] Step 1.2, fix the rear wheels of the vehicle on the test bench, make the front wheels free, apply the same Z-direction pulse displacement excitation to the test bench, and extract the acceleration data of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system respectively;

[0013] Step 1.3, filtering the acceleration data collected in the above two steps;

[0014] Step 1.4, performing secondary integration processing on the acceleration data after the filtering in the previous step, and calculating the absolute displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system;

[0015] Step 1.5, calculate the relative displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system based on the absolute displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system. This data is the deformation data of the front suspension and the rear suspension.

[0016] Furthermore, the step 2 includes the following specific steps:

[0017] Step 2.1, under the condition of front wheel pulse displacement excitation, plot the acceleration time domain data of the upper end of the front suspension system and the upper end of the rear suspension system;

[0018] Step 2.2, identify the vibration coupling between the front suspension system and the rear suspension system, and calculate the influence of the front suspension system vibration on the rear suspension system vibration, that is, the ratio of the rear suspension vibration acceleration to the front suspension vibration acceleration. The larger the ratio, the more obvious the coupling between the two.

[0019] Step 2.3, under the condition of rear wheel pulse displacement excitation, draw the time domain data of the acceleration of the upper end of the front suspension and the upper end of the rear suspension;

[0020] Step 2.4, identify the vibration coupling between the front suspension and the rear suspension, and calculate the influence of the rear suspension vibration on the front suspension vibration, that is, the ratio of the front suspension vibration acceleration to the rear suspension vibration acceleration. The larger the ratio, the more obvious the coupling between the two.

[0021] Furthermore, the specific steps of step 3 are as follows:

[0022] Step 3.1, respectively establish a front suspension system dynamics model, a rear suspension system dynamics model and a vehicle body elastic body model;

[0023] Step 3.2, establishing a rigid tire model, and establishing a contact relationship between the rigid tire model and the ground;

[0024] Step 3.3, simulate the stiffness and damping of the front suspension system and the rear suspension system respectively, and compare them with the test data to verify the accuracy of the front suspension dynamics model and the rear suspension dynamics model;

[0025] Step 3.4, performing modal simulation on the vehicle body elastic body model established in the previous step, and comparing the simulation results with the test to verify the accuracy of the vehicle body elastic body model;

[0026] Step 3.5, virtually assemble the front suspension system model, rear suspension system model, rigid tire model and vehicle body elastic body model established in the previous steps, and check the front and rear axle loads and center of mass coordinates;

[0027] In step 3.6, a Z-direction pulse displacement excitation DF is applied to the front wheel in the vehicle dynamics model, and a Z-direction pulse displacement excitation DR is applied to the rear wheel in the vehicle dynamics model, and simulation calculations are performed. The acceleration simulation data of the upper end of the front suspension and the upper end of the rear suspension are compared with the test data to verify the accuracy of the vehicle dynamics model.

[0028] Furthermore, the specific steps of step 4 are as follows:

[0029] Step 4.1, setting the stiffness, damping and deflection of the front suspension system as parameterized variables;

[0030] Step 4.2, setting the stiffness, damping, and deflection of the rear suspension system as parameterized variables;

[0031] Step 4.3, setting the vibration transmissibility between the front suspension system and the rear suspension system as the objective function;

[0032] Step 4.4, conducting virtual design research and simulation analysis on the vehicle dynamics model established in step 3;

[0033] Step 4.5, performing sensitivity analysis on the stiffness, damping, deflection of the front and rear suspension systems and the stiffness, damping, deflection of the rear suspension;

[0034] Step 4.6, determine the key influencing factors of the coupled vibration of the suspension system.

[0035] Furthermore, in step 4.4, the virtual design study refers to the change of the objective function when only one of the design variables takes a value within a specified range.

[0036] Furthermore, the specific steps of step 5 are as follows:

[0037] Step 5.1, formulate different values ​​of key influencing factors of coupled vibration of suspension system;

[0038] Step 5.2, grouping the values ​​of the key influencing factors of the coupled vibration of the suspension system into a series of different groups;

[0039] Step 5.3, set the objective function to the vibration transmissibility between the front suspension and the rear suspension;

[0040] Step 5.4, perform iterative simulation calculations to finally obtain a set of optimal design variable combinations;

[0041] Step 5.5, modify the vehicle dynamics model according to the optimal design variable combination, and perform vibration simulation calculation;

[0042] Step 5.6, compare the simulation results before and after optimization to verify the decoupling effect of the optimal design variable combination.

[0043] Furthermore, in step 5, the virtual experimental design refers to the changes in multiple design variables, and the values ​​of the multiple variables are grouped into different groups. The virtual experimental design is used to analyze the changes in the objective function when the design variables are in different groups.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] The present invention relates to a hybrid analysis method for solving the coupled vibration of a suspension system, which combines nonlinear finite element analysis with a genetic optimization algorithm, and solves the problems of large iterative calculation amount, difficult simulation convergence, and large optimization result errors in existing optimization technologies. The design method proposed in the present invention can improve the accuracy of determining the optimal laying process parameters, accurately analyze the vibration coupling degree of the front suspension and the rear suspension, and reduce the vibration coupling degree of the front and rear suspensions through suspension parameter sensitivity analysis and optimization simulation, thereby improving the NVH performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The present invention will be further described below in conjunction with the accompanying drawings.

[0047] Figure 1 It is a flowchart of the present invention.

[0048] Figure 2 It is a schematic diagram of the structure of the whole vehicle model of the present invention.

[0049] Figure 3 It is a vibration comparison diagram of the front suspension system and the rear suspension system under the front wheel excitation of the present invention.

[0050] Figure 4 It is a vibration comparison diagram of the front suspension system and the rear suspension system under rear wheel excitation of the present invention.

[0051] Figure 5 It is a comparison diagram of the acceleration at the upper end of the front suspension system of the present invention.

[0052] Figure 6 It is a comparison diagram of the acceleration at the upper end of the rear suspension system of the present invention.

[0053] Figure 7 It is a sensitivity comparison diagram of the factors affecting the coupled vibration of the suspension system of the present invention.

[0054] Figure 8 This is a vibration comparison diagram of the front suspension system and the rear suspension system under front wheel excitation in the optimized state of the present invention.

[0055] Fig. 9 This is a vibration comparison diagram of the front suspension system and the rear suspension system under rear wheel excitation in the optimized state of the present invention.

[0056] Description of the drawings: 1-front suspension system; 2-front axle; 3-front wheel; 4-rear suspension system; 5-rear axle; 6-rear wheel. DETAILED DESCRIPTION Example

[0057] The present embodiment provides a hybrid analysis method for solving the coupled vibration of the suspension system. Its main purpose is to comprehensively apply the principles of dynamics and experimental techniques to provide a hybrid analysis method for solving the coupled vibration of the suspension system. The method solves the problems of simple boundary conditions and large errors in analysis results of existing coupled vibration analysis methods of the suspension system. The analysis method of the present invention has high applicability and operability, and is characterized by high accuracy of analysis results and significant optimization effects.

[0058] like Figure 1 , Figure 2 As shown, the hybrid analysis method for solving the coupled vibration of the suspension system in this embodiment includes the following steps:

[0059] Step 1: Perform a vibration test on the suspension system bench to virtually inversely determine the relative deformation of the suspension system.

[0060] Step 1.1, fix the front wheels of the vehicle on the test bench, make the rear wheels in a free state, apply Z-direction pulse displacement excitation DF to the test bench by driving the hydraulic cylinder, and extract the acceleration data of the upper end Au and lower end Ad of the front suspension system and the upper end Bu and lower end Bd of the rear suspension system respectively.

[0061] Step 1.2, fix the rear wheels of the vehicle on the test bench, make the front wheels free, apply the same Z-direction pulse displacement excitation DR to the test bench, and extract the acceleration data of the upper end Au and lower end Ad of the front suspension system and the upper end Bu and lower end Bd of the rear suspension system respectively.

[0062] Step 1.3, filtering the acceleration data collected in the above two steps.

[0063] Step 1.4, perform secondary integration processing on the acceleration data after filtering in the previous step, and respectively calculate the absolute displacement between the upper end Au and the lower end Ad of the front suspension system, and the absolute displacement between the upper end Bu and the lower end Bd of the rear suspension system.

[0064] Step 1.5, calculate the relative displacement between the upper end Au and the lower end Ad of the front suspension system, that is, the deformation of the front suspension, according to the absolute displacement of the upper and lower ends of the front suspension system; calculate the relative displacement between the upper end Bu and the lower end Bd of the rear suspension system, that is, the deformation of the rear suspension, according to the absolute displacement of the upper and lower ends of the rear suspension system.

[0065] Step 2: Perform coupled vibration analysis on the front and rear suspensions.

[0066] Step 2.1, under the condition of front wheel pulse displacement excitation, plot the acceleration time domain data of the upper end of the front suspension system and the upper end of the rear suspension system.

[0067] Step 2.2, identify the vibration coupling between the front suspension system and the rear suspension system, and calculate the influence of the front suspension system vibration on the rear suspension system vibration. The vibration influence between the front suspension system and the rear suspension system refers to the vibration transmission rate between the suspensions. The comparison results are as follows: Figure 3 As shown in the figure, the transmission rate of the front suspension system vibration to the rear suspension system is 52.4%, that is, the vibration coupling degree between the front suspension system and the rear suspension system is 0.524. The test analysis results show that the vibration of the front suspension system has a more obvious impact on the rear suspension system.

[0068] Step 2.3, under the condition of rear wheel pulse displacement excitation, plot the acceleration time domain data of the upper end of the front suspension and the upper end of the rear suspension.

[0069] Step 2.4, identify the vibration coupling between the front suspension and the rear suspension, and calculate the influence of the rear suspension vibration on the front suspension vibration. Figure 4 As shown in the figure, the transmission rate of the rear suspension system vibration to the front suspension system is 42.3%, that is, the vibration coupling degree between the rear suspension system and the front suspension system is 0.423. The test analysis results show that the vibration of the rear suspension system also has a significant impact on the front suspension system.

[0070] Step 3: Establish a vehicle dynamic vibration model and perform vibration simulation analysis.

[0071] Step 3.1, respectively establish the front suspension system dynamics model, the rear suspension system dynamics model and the vehicle body elastic body model.

[0072] Step 3.2, establishing a rigid tire model, and establishing a contact relationship between the rigid tire model and the ground;

[0073] Step 3.3, simulate the stiffness and damping of the front suspension system and the rear suspension system respectively, and compare them with the test data to verify the accuracy of the front suspension dynamics model and the rear suspension dynamics model, and verify the accuracy of the rear suspension dynamics model.

[0074] The comparison results are shown in Table 1. The simulated data of the front suspension stiffness and damping are consistent with the experimental data by 95.65% and 92.86% respectively; the simulated data of the rear suspension stiffness and damping are consistent with the experimental data by 97.58% and 98.86% respectively.

[0075] 93.55%; it can be proved that the front and rear suspension dynamics model established in this embodiment is correct.

[0076] Table 1 Suspension stiffness and damping calibration results

[0077]

[0078] Step 3.4, perform modal simulation on the vehicle body elastic body model established in the previous step, and compare the simulation results with the test to verify the accuracy of the vehicle body elastic body model.

[0079] Step 3.5, assemble the front suspension system model, rear suspension system model, rigid tire model and vehicle body elastic body model established in the previous steps on the ADAMS software platform, and check the front and rear axle loads and center of mass coordinates.

[0080] Step 3.6, apply Z-direction pulse displacement excitation DF to the front wheel in the vehicle dynamics model, perform simulation calculations, compare the acceleration simulation data of the upper end of the front suspension system with the test data, and verify the accuracy of the vehicle dynamics model. The comparison results are as follows: Figure 5 As shown, the agreement between the two data is 93.4%.

[0081] Apply Z-direction pulse displacement excitation DR to the rear wheel in the vehicle dynamics model, perform simulation calculations, and compare the acceleration simulation data at the upper end of the rear suspension system with the test data to verify the accuracy of the vehicle dynamics model. The comparison results are as follows: Figure 6 As shown, the data of the two are consistent with each other by 94.8%; the comparison results show that the vehicle dynamics model is accurate.

[0082] Step 4: Establish a parametric dynamic model of the suspension system and perform sensitivity analysis on the factors affecting the suspension coupling vibration.

[0083] Step 4.1, set the stiffness, damping, and deflection of the front suspension system as parameterized variables.

[0084] Step 4.2, set the stiffness, damping, and deflection of the rear suspension system as parameterized variables.

[0085] In step 4.3, the vibration transmissibility between the front suspension system and the rear suspension system is set as the objective function.

[0086] Step 4.4, conduct virtual design research and simulation analysis on the vehicle dynamics model established in step 3.

[0087] Step 4.5, perform sensitivity analysis on the stiffness, damping, deflection of the front and rear suspension systems and the stiffness, damping, deflection of the rear suspension. The analysis results are as follows: Figure 7 As shown, the contribution of the front suspension system stiffness is 35.7%, and the contribution of the rear suspension system stiffness is 32.5%. Therefore, it can be proved that the stiffness of the front suspension system and the rear suspension system are the key influencing factors of the suspension coupling vibration.

[0088] Step 5: Optimize the coupled vibration of the suspension system based on the data obtained in the previous steps, and perform optimization simulation analysis and optimization scheme effect verification analysis.

[0089] Step 5.1, formulate different values ​​of key influencing factors of coupled vibration of suspension system, where the stiffness of front suspension system ranges from 80N / mm to 110N / mm, and the stiffness of rear suspension system ranges from 100N / mm to 130N / mm.

[0090] In step 5.2, the values ​​of the key influencing factors of the coupled vibration of the suspension system are organized into a series of different groups, as shown in Table 2, with a total of 49 permutation groups.

[0091] Table 2 Suspension stiffness combinations

[0092]

[0093] Step 5.3, set the objective function to the vibration transmissibility between the front suspension and the rear suspension.

[0094] Step 5.4, perform iterative simulation calculations, and finally obtain a set of optimal design variable combinations: 100N / mm for the front suspension and 120N / mm for the rear suspension.

[0095] Step 5.5, modify the vehicle dynamics model according to the optimal design variable combination, and perform vibration simulation calculation;

[0096] Step 5.6, compare the simulation results before and after optimization to verify the decoupling effect of the optimal design variable combination: The vibration comparison results of the front suspension system and the rear suspension system under front wheel excitation are as follows: Figure 8 As shown in the figure, after optimization, the transmission rate of the front suspension system vibration to the rear suspension system is 22.1%, that is, the vibration coupling degree between the front suspension system and the rear suspension system is 0.221; the vibration comparison results of the front suspension system and the rear suspension system under rear wheel excitation are shown in the figure. Fig. 9 As shown in the figure, after optimization, the transmission rate of the rear suspension system vibration to the front suspension system is 15.7%, that is, the vibration coupling degree between the front suspension system and the rear suspension system is

[0097] 0.157. Therefore, the comparison results show that the optimization scheme of the front suspension system stiffness and the rear suspension system stiffness can significantly reduce the coupling degree of the suspension system.

[0098] This embodiment can accurately analyze the vibration coupling degree of the front suspension and the rear suspension, and reduce the vibration coupling degree of the front and rear suspensions through suspension parameter sensitivity analysis and optimization simulation, thereby improving the NVH performance of the vehicle.

[0099] In addition to the above examples, the present invention may also have other implementations. Any technical solution formed by equivalent replacement or equivalent transformation falls within the protection scope of this claim.

Claims

1. A hybrid analysis method for solving coupled vibration of suspension system, characterized by: The steps include: Step 1, performing a vibration test on a suspension system bench to virtually inversely determine the relative deformation of the suspension system; Step 1.1, fix the front wheels of the vehicle on the test bench, make the rear wheels free, apply Z-direction pulse displacement excitation to the test bench by driving the hydraulic cylinder, and extract the acceleration data of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system respectively; Step 1.2, fix the rear wheels of the vehicle on the test bench, make the front wheels free, apply the same Z-direction pulse displacement excitation to the test bench, and extract the acceleration data of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system respectively; Step 1.3, filtering the acceleration data collected in the above two steps; Step 1.4, performing secondary integration processing on the acceleration data after the filtering in the previous step, and calculating the absolute displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system; Step 1.5, according to the absolute displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system, calculate the relative displacements of the upper and lower ends of the front suspension system and the upper and lower ends of the rear suspension system. This data is the deformation data of the front suspension and the rear suspension; Step 2, conduct coupled vibration analysis on the front and rear suspensions; Step 2.1, under the condition of front wheel pulse displacement excitation, plot the acceleration time domain data of the upper end of the front suspension system and the upper end of the rear suspension system; Step 2.2, identify the vibration coupling between the front suspension system and the rear suspension system, and calculate the influence of the front suspension system vibration on the rear suspension system vibration, that is, the ratio of the rear suspension vibration acceleration to the front suspension vibration acceleration. The larger the ratio, the more obvious the coupling between the two. Step 2.3, under the condition of rear wheel pulse displacement excitation, draw the time domain data of the acceleration of the upper end of the front suspension and the upper end of the rear suspension; Step 2.4, identify the vibration coupling between the front suspension and the rear suspension, and calculate the influence of the rear suspension vibration on the front suspension vibration, that is, the ratio of the front suspension vibration acceleration to the rear suspension vibration acceleration. The larger the ratio, the more obvious the coupling between the two. Step 3: Establish a vehicle dynamics vibration model and perform vibration simulation analysis; Step 3.1, respectively establish a front suspension system dynamics model, a rear suspension system dynamics model and a vehicle body elastic body model; Step 3.2, establishing a rigid tire model, and establishing a contact relationship between the rigid tire model and the ground; Step 3.3, simulate the stiffness and damping of the front suspension system and the rear suspension system respectively, and compare them with the test data to verify the accuracy of the front suspension dynamics model and the rear suspension dynamics model; Step 3.4, performing modal simulation on the vehicle body elastic body model established in the previous step, and comparing the simulation results with the test to verify the accuracy of the vehicle body elastic body model; Step 3.5, virtually assemble the front suspension system model, rear suspension system model, rigid tire model and vehicle body elastic body model established in the previous steps, and check the front and rear axle loads and center of mass coordinates; Step 3.6, respectively apply Z-direction pulse displacement excitation DF to the front wheel in the vehicle dynamics model and apply Z-direction pulse displacement excitation DR to the rear wheel in the vehicle dynamics model, perform simulation calculations, compare the acceleration simulation data of the upper end of the front suspension and the upper end of the rear suspension with the test data, and verify the accuracy of the vehicle dynamics model; Step 4, establish a parametric dynamic model of the suspension system, and perform sensitivity analysis on the factors affecting the suspension coupling vibration; Step 4.1, setting the stiffness, damping and deflection of the front suspension system as parameterized variables; Step 4.2, setting the stiffness, damping, and deflection of the rear suspension system as parameterized variables; Step 4.3, setting the vibration transmissibility between the front suspension system and the rear suspension system as the objective function; Step 4.4, conducting virtual design research and simulation analysis on the vehicle dynamics model established in step 3; Step 4.5, performing sensitivity analysis on the stiffness, damping, deflection of the front and rear suspension systems and the stiffness, damping, deflection of the rear suspension; Step 4.6, determine the key influencing factors of the coupled vibration of the suspension system; Step 5, performing optimization simulation analysis on the coupled vibration of the suspension system based on the data obtained in the previous steps, and performing verification analysis on the effect of the optimization scheme; Step 5.1, formulate different values ​​of key influencing factors of coupled vibration of suspension system; Step 5.2, grouping the values ​​of the key influencing factors of the coupled vibration of the suspension system into a series of different groups; Step 5.3, set the objective function to the vibration transmissibility between the front suspension and the rear suspension; Step 5.4, perform iterative simulation calculations to finally obtain a set of optimal design variable combinations; Step 5.5, modify the vehicle dynamics model according to the optimal design variable combination, and perform vibration simulation calculation; Step 5.6, compare the simulation results before and after optimization to verify the decoupling effect of the optimal design variable combination.

2. The hybrid analysis method for solving coupled vibration of suspension system according to claim 1, characterized in that: In step 4.4, the virtual design study refers to the change of the objective function when only one of the design variables takes a value within a specified range.

3. The hybrid analysis method for solving coupled vibration of suspension system according to claim 1, characterized in that: In step 5, virtual test design refers to the change of multiple design variables, and the values ​​of the multiple variables are grouped into different groups. The change of the objective function when the design variables are in different groups is analyzed through virtual test design.

Images