Method, device and storage medium for determining design parameters of suspension push-pull rod

Abstract

The present invention discloses a method, device and storage medium for determining the design parameters of a suspension push-pull rod, wherein the method part includes: obtaining a whole vehicle joint simulation model including an electromagnetic active suspension, establishing a suspension closed-loop control system according to the whole vehicle joint simulation model and a controller simulation model, and obtaining a road surface morphology spectrum of the vehicle driving road surface, inputting the road surface morphology spectrum into the suspension closed-loop control system, and adjusting the controller simulation model to obtain a simulation load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system, and calculating the target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulation load spectrum corresponding to the road surface morphology spectrum; in the present invention, the active suspension stress condition of the whole vehicle when driving on an actual road surface can be simulated by the suspension closed-loop control system to obtain a relatively accurate push-pull rod stress load spectrum, and then accurate push-pull rod design parameters can be calculated, so that the designed push-pull rod can meet actual needs.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspension, and in particular to a method, a device and a storage medium for determining design parameters of a suspension push-pull rod. Background Art

[0002] With consumers demanding higher levels of ride comfort and handling stability, traditional suspension systems are no longer able to meet these vibration reduction requirements, leading to the emergence of various active suspension systems. Among them, electromagnetic active suspension uses a motor, a speed reducer, rocker arms, and push-pull rods to control vehicle body motion. It not only offers the advantages of electromagnetic suspension's high control precision and excellent responsiveness, but also can recover energy from the vehicle's vertical vibrations.

[0003] Similar to traditional suspension, electromagnetic active suspension requires force analysis of the push-pull rods. This data allows for design based on these forces, ensuring they meet specific strength, durability, and weight targets. However, in addition to being affected by the tires' external ground forces, electromagnetic active suspension is also affected by the active dynamics of the motor. This dynamics is a constantly changing force determined by the motor's mechanism strategy, control objectives, and road surface conditions. Therefore, accurate force analysis of the electromagnetic active suspension's push-pull rods is impossible. Summary of the Invention

[0004] The present invention provides a method, device and storage medium for determining the design parameters of a suspension push-pull rod, so as to solve the problem in the prior art that accurate force analysis cannot be performed on the push-pull rod of the active suspension, resulting in the designed push-pull rod failing to meet the requirements.

[0005] A method for determining design parameters of a suspension push-pull rod, comprising:

[0006] Acquire a whole vehicle co-simulation model including an electromagnetic active suspension, wherein the whole vehicle co-simulation model is interconnected with a whole vehicle multi-body dynamics model including the electromagnetic active suspension;

[0007] Establishing a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and obtaining a road surface morphology spectrum of the vehicle driving road;

[0008] Inputting the road surface morphology spectrum into the suspension closed-loop control system and adjusting the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system;

[0009] Target design parameters of the push-pull rod in the electromagnetic active suspension are calculated according to the simulated load spectrum corresponding to the road surface morphology spectrum.

[0010] Furthermore, the road surface morphology spectrum includes road surface morphology spectra of various driving roads, and the target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulated load spectrum corresponding to the road surface morphology spectrum, including:

[0011] Determining the target load spectrum and strength load test data of the push-pull rod in the simulation load spectrum corresponding to each road surface morphology spectrum;

[0012] The target design parameters are determined according to the target load spectrum and the strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements, and push-pull rod weight requirements.

[0013] Furthermore, determining the target load spectrum and strength load test data of the push-pull rod in the simulated load spectrum corresponding to each road surface morphology spectrum includes:

[0014] Extracting the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension from the simulated load spectra corresponding to all the road surface morphology spectra as the strength load test data of the push-pull rod;

[0015] taking the sum of the maximum compressive load and the maximum tensile load in the simulated load spectrum corresponding to each of the pavement morphology spectra as the target load sum corresponding to each of the simulated load spectra, to obtain a plurality of target load sums;

[0016] The simulated load spectrum corresponding to the target load sum with the largest value among the multiple target load sums is used as the target force load spectrum.

[0017] Furthermore, determining the target design parameters according to the target load spectrum and the strength load test data includes:

[0018] a. Iteratively calculating the parameters of the push-pull rod according to the strength load test data to determine the target parameters that meet the push-pull rod strength requirements, the push-pull rod parameters include the material and geometric parameters of the push-pull rod;

[0019] b. calculating the fatigue life of the push-pull rod according to the target load spectrum and the target parameters, and determining whether the fatigue life of the push-pull rod meets the durability requirements;

[0020] c. If the fatigue life of the push-pull rod meets the durability requirement, the weight of the push-pull rod is calculated according to the target parameters, and whether the weight of the push-pull rod meets the weight requirement is determined;

[0021] d. If the weight of the push-pull rod meets the weight requirement, the target parameter is determined as the target design parameter of the push-pull rod.

[0022] Furthermore, after determining whether the fatigue life of the push-pull rod meets the durability requirement, the method further includes:

[0023] e. If the fatigue life of the push-pull rod does not meet the durability requirement, repeat steps ab until it is determined that the fatigue life of the push-pull rod meets the durability requirement.

[0024] Furthermore, after determining whether the weight of the push-pull rod meets the weight requirement, the method further includes:

[0025] f. If the weight of the push-pull rod does not meet the weight requirement, repeat steps ac until it is determined that the weight of the push-pull rod meets the weight requirement.

[0026] Furthermore, the inputting of the road surface morphology spectrum into the suspension closed-loop control system and adjusting the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system includes:

[0027] Inputting the road morphology spectrum into a suspension closed-loop control system to obtain in real time simulated vehicle body vibration parameters output by the vehicle joint simulation model;

[0028] adjusting the parameters of the controller simulation model according to the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter to perform closed-loop regulation on the simulated vehicle body vibration parameter;

[0029] determining whether a difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition;

[0030] If the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets the preset condition, the real-time load spectrum meeting the preset condition output by the suspension closed-loop control system is obtained as the simulated load spectrum corresponding to the road surface morphology spectrum.

[0031] Furthermore, the determining whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition includes:

[0032] Determining the real-time vehicle body vertical acceleration, the real-time vehicle body pitch acceleration, and the real-time vehicle body roll acceleration among the simulated vehicle body vibration parameters, and determining the target vehicle body vertical acceleration, the target vehicle body pitch acceleration, and the target vehicle body roll acceleration among the target vehicle body vibration parameters;

[0033] When the difference between the real-time vehicle body vertical acceleration and the target vehicle body vertical acceleration is within a first preset range, the difference between the real-time vehicle body pitch acceleration and the target vehicle body pitch acceleration is within a second preset range, and the difference between the real-time vehicle body roll acceleration and the target vehicle body roll acceleration is within a third preset range, it is determined whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition.

[0034] A device for determining design parameters of a suspension push-pull rod, comprising:

[0035] A first acquisition module is configured to acquire a whole vehicle co-simulation model including an electromagnetic active suspension, wherein the whole vehicle co-simulation model is interconnected with a whole vehicle multi-body dynamics model including the electromagnetic active suspension;

[0036] a second acquisition module, configured to establish a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and to acquire a road morphology spectrum of the road on which the vehicle is traveling;

[0037] an adjustment module, configured to input the road surface morphology spectrum into the suspension closed-loop control system and adjust the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system;

[0038] A calculation module is used to calculate target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulated load spectrum corresponding to the road surface morphology spectrum.

[0039] A device for determining design parameters of a suspension push-pull rod comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method for determining design parameters of the suspension push-pull rod are implemented.

[0040] A readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the method for determining the design parameters of the suspension push-pull rod.

[0041] In one solution provided by the above-mentioned method, device and storage medium for determining the design parameters of the suspension push-pull rod, a whole-vehicle joint simulation model including an electromagnetic active suspension is obtained, and the whole-vehicle joint simulation model is interconnected with the whole-vehicle multi-body dynamics model including the electromagnetic active suspension. Then, a suspension closed-loop control system is established based on the whole-vehicle joint simulation model and the controller simulation model, and a road surface morphology spectrum of the vehicle driving road is obtained. The road surface morphology spectrum is then input into the suspension closed-loop control system, and the controller simulation model is adjusted to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system. Finally, the target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulated load spectrum corresponding to the road surface morphology spectrum. In the present invention, by establishing a suspension closed-loop control system including the whole-vehicle joint simulation model, the force conditions of the active suspension when the whole vehicle is driving on an actual road surface can be simulated through the suspension closed-loop control system to obtain a more accurate force load spectrum of the push-pull rod, and then accurate push-pull rod design parameters can be calculated, so that the designed push-pull rod can meet actual needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0043] Figure 1 This is a flow chart of a method for determining design parameters of a suspension push-pull rod in one embodiment of the present invention;

[0044] Figure 2 is a structural diagram of a suspension closed-loop control system according to one embodiment of the present invention;

[0045] Figure 3 yes Figure 1 A schematic diagram of an implementation flow of step S30;

[0046] Figure 4 yes Figure 1 A schematic diagram of an implementation flow of step S40;

[0047] Figure 5 This is a structural diagram of a design parameter device for a suspension push-pull rod in one embodiment of the present invention;

[0048] Figure 6 1 is another structural schematic diagram of a design parameter device for a suspension push-pull rod in one embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0050] In one embodiment, if Figure 1 As shown, a method for determining the design parameters of a suspension push-pull rod is provided. The method is described by taking the application of the method in a device for determining the design parameters of a suspension push-pull rod as an example, and the method includes the following steps:

[0051] S10: Obtaining a whole vehicle joint simulation model including the electromagnetic active suspension, wherein the whole vehicle joint simulation model is interconnected with a whole vehicle multi-body dynamics model including the electromagnetic active suspension.

[0052] A multi-body dynamics model of the whole vehicle including the electromagnetic active suspension is established. The multi-body dynamics model of the whole vehicle can be established in Adams software. The multi-body dynamics model of the whole vehicle includes an electromagnetic active suspension model and a tire model. The tire model is selected from the MF-Tyre, UA, and Pacejka tire models.

[0053] After establishing the whole-vehicle multi-body dynamics model of the electromagnetic active suspension, a whole-vehicle joint simulation model interconnected with the whole-vehicle multi-body dynamics model can be established in Matlab or Simulink software to facilitate subsequent simulation calculations of the electromagnetic active suspension forces under different road conditions.

[0054] Among them, establishing a whole-vehicle multi-body dynamics model including an electromagnetic active suspension in Adams software is only an exemplary illustration. In other embodiments, a whole-vehicle multi-body dynamics model including an electromagnetic active suspension can also be established in other software; establishing a whole-vehicle joint simulation model interconnected with the whole-vehicle multi-body dynamics model in Matlab or Simulink software is only an exemplary illustration. In other embodiments, a whole-vehicle joint simulation model interconnected with the whole-vehicle multi-body dynamics model can also be established in other software, which will not be repeated here.

[0055] S20: Establish a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and obtain a road surface morphology spectrum of the vehicle driving road.

[0056] After establishing the vehicle co-simulation model, a suspension closed-loop control system can be established based on the vehicle co-simulation model and the controller simulation model. At the same time, the road surface morphology spectrum of the vehicle's driving surface must be obtained to facilitate vehicle control simulation within the suspension closed-loop control system.

[0057] Among them, the controller simulation model in the suspension closed-loop control system is constructed by selecting a controller from PI controller, PD controller and PID controller, and then constructing the model according to the selected control.

[0058] S30: Inputting the road surface morphology spectrum into the suspension closed-loop control system, and adjusting the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system.

[0059] After constructing a controller simulation model, a vehicle multi-body dynamics model, and a vehicle co-simulation model interconnected with the vehicle multi-body dynamics model, the controller simulation model is connected to the vehicle co-simulation model to form a suspension closed-loop control system. The road surface morphology spectrum is used as input to the vehicle co-simulation model, and the simulated vehicle body vibration parameters (actual values) of the vehicle co-simulation model after the road surface morphology spectrum is input are obtained. Then, based on the difference between the simulated vehicle body vibration parameters and the set target vehicle body vibration parameters (target values), the parameters of the controller simulation model are adjusted. When the vehicle operating conditions simulated by the suspension closed-loop control system closely match the actual operating conditions, the current load spectrum output by the suspension closed-loop control system is obtained. This serves as the simulated load spectrum corresponding to the road surface morphology spectrum, i.e., the load spectrum subjected to the electromagnetic active suspension when the vehicle is traveling on the road surface, i.e., the load spectrum of the push-pull rods of the electromagnetic active suspension.

[0060] The road surface morphology spectrum of the road surface on which the vehicle is traveling may be two-dimensional data including time and height. In the road surface morphology spectrum, the height of the vibration changes with time.

[0061] like Figure 2 As shown, in the vehicle co-simulation model of the suspension closed-loop control system, a two-dimensional road morphology spectrum, including time and height, is used as the road surface input. Since the vehicle co-simulation model is interconnected with the vehicle multi-body dynamics model, it can simulate the vibration state of the vehicle on the road surface corresponding to the road morphology spectrum. To make the vehicle state closer to the actual operating conditions, it is necessary to adjust the controller simulation model components based on the actual values ​​output by the vehicle co-simulation model so that the difference between the target value and the actual value falls within a certain range to simulate the actual operating conditions of the road surface. When the difference between the target value and the actual value falls within a certain range, it indicates that the simulated operating condition is close to the actual operating condition and meets the simulation conditions. The simulated load spectrum output by the vehicle co-simulation model when the simulation conditions are met is then obtained as the force load spectrum of the push-pull rod of the electromagnetic active suspension.

[0062] S40: Calculating target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulated load spectrum corresponding to the road surface morphology spectrum.

[0063] After obtaining the simulated load spectrum corresponding to the road surface morphology spectrum, the simulated load spectrum corresponding to the road surface morphology spectrum is directly used as the push-pull rod force load spectrum, and then the target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the push-pull rod force load spectrum, so as to design the push-pull rod in the electromagnetic active suspension so that the size of the push-pull rod in the electromagnetic active suspension can meet the design requirements.

[0064] In this embodiment, a whole-vehicle joint simulation model including an electromagnetic active suspension is obtained, and the whole-vehicle joint simulation model is interconnected with a whole-vehicle multi-body dynamics model including an electromagnetic active suspension. Then, a suspension closed-loop control system is established based on the whole-vehicle joint simulation model and the controller simulation model, and a road surface morphology spectrum of the vehicle driving road is obtained. The road surface morphology spectrum is then input into the suspension closed-loop control system, and the controller simulation model is adjusted to obtain a simulation load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system. Finally, the target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulation load spectrum corresponding to the road surface morphology spectrum. In the present invention, by establishing a suspension closed-loop control system including a whole-vehicle joint simulation model, the stress condition of the active suspension when the whole vehicle is driving on an actual road surface can be simulated through the suspension closed-loop control system to obtain a more accurate push-pull rod stress load spectrum, and then the accurate push-pull rod design parameters can be calculated based on the accurate push-pull rod stress load spectrum, so that the designed push-pull rod can meet actual needs.

[0065] In this embodiment, the force load spectrum of the push-pull rod is obtained by simulation, and the design parameters of the push-pull rod are determined based on the force load spectrum of the push-pull rod. This embodiment has high reliability and portability, does not require multiple field tests, can greatly improve the design efficiency of the push-pull rod, and shorten the project development cycle.

[0066] In one embodiment, if Figure 3 As shown, in step S30, the road surface morphology spectrum is input into the suspension closed-loop control system, and the controller simulation model is adjusted to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system. Specifically, the steps include:

[0067] S31: Input the road morphology spectrum into the suspension closed-loop control system to obtain the simulated vehicle body vibration parameters output by the vehicle joint simulation model in real time.

[0068] After obtaining the pavement morphology spectrum, the pavement morphology spectrum is input into the whole vehicle joint simulation model in the suspension closed-loop control system, and the force load changes of the whole vehicle joint simulation model under the pavement morphology spectrum are monitored in real time. The simulated body vibration parameters output by the whole vehicle joint simulation model are obtained in real time. The simulated body vibration parameters are the vibration data of the whole vehicle joint simulation model under the excitation of the pavement morphology spectrum.

[0069] S32: According to the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter, the parameters of the controller simulation model are adjusted to perform closed-loop adjustment on the simulated vehicle body vibration parameter.

[0070] After obtaining the simulated body vibration parameters output by the vehicle co-simulation model, it is necessary to determine the target body vibration parameters based on the vehicle vibration conditions represented by the simulated body vibration parameters and the control objectives. The target body vibration parameters must correspond to the simulated body vibration parameters. If the simulated body vibration parameters are small, indicating that the vehicle vibration is within the allowable range, there is no need to adjust the controller simulation model, that is, there is no need to determine the target body vibration parameters. If the simulated body vibration parameters are small, indicating that the vehicle vibration is excessive and outside the allowable range, the controller simulation model must be adjusted. After determining the target body vibration parameters based on the control objectives, the parameters of the controller simulation model are adjusted based on the difference between the simulated body vibration parameters and the target body vibration parameters, thereby performing closed-loop control of the simulated body vibration parameters.

[0071] S33: Determine whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition.

[0072] S34: If the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets the preset condition, a real-time load spectrum meeting the preset condition output by the suspension closed-loop control system is obtained as the simulated load spectrum corresponding to the road surface morphology spectrum.

[0073] After adjusting the parameters of the controller simulation model according to the difference between the simulated vehicle body vibration parameters and the target vehicle body vibration parameters, it is determined whether the difference between the simulated vehicle body vibration parameters and the target vehicle body vibration parameters meets the preset conditions. If the difference between the simulated vehicle body vibration parameters and the target vehicle body vibration parameters meets the preset conditions, it means that the real-time load spectrum output by the suspension closed-loop control system at this time meets the control target, that is, meets the actual control working condition of the whole vehicle. At this time, the real-time load spectrum output by the suspension closed-loop control system that meets the preset conditions is obtained as the simulated load spectrum corresponding to the road morphology spectrum.

[0074] In this embodiment, by inputting the road surface morphology spectrum into the suspension closed-loop control system, the simulated body vibration parameters output by the whole vehicle joint simulation model are obtained in real time. According to the difference between the simulated body vibration parameters and the target body vibration parameters, the parameters of the controller simulation model are adjusted to perform closed-loop adjustment on the simulated body vibration parameters to determine whether the difference between the simulated body vibration parameters and the target body vibration parameters meets the preset conditions. If the difference between the simulated body vibration parameters and the target body vibration parameters meets the preset conditions, the real-time load spectrum that meets the preset conditions output by the suspension closed-loop control system is obtained as the simulated load spectrum corresponding to the road surface morphology spectrum. This clarifies the specific process of inputting the road surface morphology spectrum into the suspension closed-loop control system and adjusting the controller simulation model to obtain the simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system, which provides a basis for subsequently calculating the target design parameters of the push-pull rod according to the simulated load spectrum corresponding to the road surface morphology spectrum.

[0075] In one embodiment, step S33, i.e., determining whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition, specifically includes the following steps:

[0076] S331: Determine the real-time body vertical acceleration, real-time body pitch acceleration, and real-time body roll acceleration in the simulated body vibration parameters, and determine the target body vertical acceleration, target body pitch acceleration, and target body roll acceleration in the target body vibration parameters.

[0077] S332: When the difference between the real-time vehicle body vertical acceleration and the target vehicle body vertical acceleration is within a first preset range, and the difference between the real-time vehicle body pitch acceleration and the target vehicle body pitch acceleration is within a second preset range, and the difference between the real-time vehicle body roll acceleration and the target vehicle body roll acceleration is within a third preset range, determine whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets the preset conditions.

[0078] The vehicle body vibration parameters in this embodiment include at least the vehicle body vertical acceleration, the vehicle body pitch acceleration, and the vehicle body roll acceleration. Therefore, after the road morphology spectrum is input into the suspension closed-loop control system, the parameters of the controller simulation model need to be adjusted according to the real-time vehicle body vertical acceleration, real-time vehicle body pitch acceleration, and real-time vehicle body roll acceleration in the simulated vehicle body vibration parameters so that the difference between the simulated vehicle body vibration parameters and the target vehicle body vibration parameters meets the preset conditions.

[0079] Specifically, after determining the real-time body vertical acceleration, real-time body pitch acceleration and real-time body roll acceleration in the simulated body vibration parameters, and determining the target body vertical acceleration, target body pitch acceleration and target body roll acceleration in the target body vibration parameters, determine whether the difference between the real-time body vertical acceleration and the target body vertical acceleration is within a first preset range; if the difference between the real-time body vertical acceleration and the target body vertical acceleration is within the first preset range, determine whether the difference between the real-time body pitch acceleration and the target body pitch acceleration is within a second preset range; if the difference between the real-time body pitch acceleration and the target body pitch acceleration is within the second preset range, determine whether the difference between the real-time body roll acceleration and the target body roll acceleration is within a third preset range; if the difference between the real-time body roll acceleration and the target body roll acceleration is within the third preset range, determine that the difference between the simulated body vibration parameters and the target body vibration parameters meets the preset conditions.

[0080] In this embodiment, it is first determined whether the difference between the real-time vehicle body vertical acceleration and the target vehicle body vertical acceleration is within a first preset range, then it is determined whether the difference between the real-time vehicle body pitch acceleration and the target vehicle body pitch acceleration is within a second preset range, and finally it is determined whether the difference between the real-time vehicle body roll acceleration and the target vehicle body roll acceleration is within a third preset range. This is only an exemplary description, and in other embodiments, the determination order can be reversed, which will not be repeated here.

[0081] In this embodiment, by determining the real-time body vertical acceleration, real-time body pitch acceleration and real-time body roll acceleration in the simulated body vibration parameters, and determining the target body vertical acceleration, target body pitch acceleration and target body roll acceleration in the target body vibration parameters, when the difference between the real-time body vertical acceleration and the target body vertical acceleration is within a first preset range, and the difference between the real-time body pitch acceleration and the target body pitch acceleration is within a second preset range, and the difference between the real-time body roll acceleration and the target body roll acceleration is within a third preset range, it is determined whether the difference between the simulated body vibration parameters and the target body vibration parameters meets the preset conditions. The specific process of determining whether the difference between the simulated body vibration parameters and the target body vibration parameters meets the preset conditions is clarified, which provides a basis for subsequently obtaining the conditions for the simulated load spectrum corresponding to the road morphology spectrum.

[0082] In one embodiment, the road surface morphology spectrum includes a variety of road surface morphology spectra, such as Figure 4 As shown, step S40, that is, calculating the target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulated load spectrum corresponding to the road surface morphology spectrum, specifically includes the following steps:

[0083] S41: Determine the target force load spectrum and strength load test data of the push-pull rod in the simulation load spectrum corresponding to each road surface morphology spectrum.

[0084] In this embodiment, the road surface morphology spectrum includes road surface morphology spectra of multiple driving road surfaces. The road surface morphology spectra of the multiple driving road surfaces are used one by one as the road surface input of the suspension closed-loop control system, and the controller simulation model is adjusted to obtain the simulated load spectra corresponding to the multiple road surface morphology spectra, that is, the simulated load spectrum of the electromagnetic active suspension force when the whole vehicle is driving on multiple driving road surfaces.

[0085] The pavement morphology spectra of various driving roads include pavement morphology spectra of typical driving roads such as stone roads, washboard roads, and cobblestone roads. The pavement morphology spectra can be generated in Matlab software.

[0086] After obtaining the simulated load spectra corresponding to the plurality of road surface morphology spectra, the target force load spectrum and strength load test data of the push-pull rod in the electromagnetic active suspension are determined in the simulated load spectra corresponding to the respective road surface morphology spectra.

[0087] Among them, a simulation load spectrum corresponding to a pavement morphology spectrum can be selected from the simulation load spectra corresponding to multiple pavement morphology spectra as the target force load spectrum of the push-pull rod; at the same time, among the simulation load spectra corresponding to multiple pavement morphology spectra, the maximum load received by the push-pull rod when it is under tension and compression is determined as the push-pull rod strength load test data.

[0088] Among them, after obtaining the simulated load spectrum corresponding to the pavement morphology spectrum, the simulated load spectrum can be extracted using Excel secondary development to obtain the maximum load of the push-pull rod under compression and the maximum load under tension as the push-pull rod strength load test data, and then the push-pull rod strength load test data is saved in Excel format as the load input for subsequent push-pull rod strength tests.

[0089] S42: Determine target design parameters based on the target load spectrum and strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements, and push-pull rod weight requirements.

[0090] After determining the target force load spectrum and strength load test data of the push-pull rod in the electromagnetic active suspension, the target design parameters are determined based on the target force load spectrum and strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements, and push-pull rod weight requirements.

[0091] Specifically, a strength test can be performed on the designed push-pull rod based on the strength load test data to determine whether the design parameters of the push-pull rod meet the push-pull rod strength requirements. A durability test can also be performed on the push-pull rod based on the target load spectrum to determine whether the design parameters of the push-pull rod meet the push-pull rod durability requirements. Furthermore, the weight of the finished push-pull rod can be determined based on the design parameters of the push-pull rod to determine whether the weight of the finished push-pull rod meets the weight requirements. If the design parameters of the push-pull rod meet the push-pull rod strength requirements, the design parameters of the push-pull rod meet the push-pull rod durability requirements, and the weight of the finished push-pull rod meets the weight requirements, then it indicates that the finished push-pull rod designed based on this set of push-pull rod design parameters meets the actual needs of the vehicle. The design parameters of this set of push-pull rods can be used as target design parameters to produce a push-pull rod and electromagnetic active suspension that meet the actual needs, thereby improving the NHV performance of the vehicle.

[0092] In this embodiment, when the pavement morphology spectrum includes pavement morphology spectra of multiple driving pavements, the target force load spectrum and strength load test data of the push-pull rod are determined in the simulation load spectrum corresponding to each pavement morphology spectrum, and the target design parameters are determined based on the target force load spectrum and strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements and push-pull rod weight requirements. The steps of calculating the target design parameters of the push-pull rod in the electromagnetic active suspension based on the simulation load spectrum corresponding to the pavement morphology spectrum are refined, and the simulation of the whole vehicle on different driving pavements is added to obtain simulation load spectra corresponding to multiple pavement morphology spectra, thereby improving the diversity of the force load spectrum of the push-pull rod, thereby ensuring the accuracy of the subsequent target design parameters. The push-pull rod design parameters that meet the strength, durability and weight requirements at the same time can be determined efficiently and quickly, and then the push-pull rod that meets the requirements can be produced. On this basis, the push-pull rod is made more suitable for the working conditions of the whole vehicle.

[0093] In one embodiment, step S41, i.e., determining the target load spectrum and strength load test data of the push-pull rod in the simulated load spectrum corresponding to each road surface morphology spectrum, specifically includes the following steps:

[0094] S411: Extract the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension from the simulated load spectra corresponding to all road surface morphology spectra as strength load test data of the push-pull rod.

[0095] After obtaining the simulated load spectra corresponding to multiple road surface morphology spectra, the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension are extracted from the simulated load spectra corresponding to all road surface morphology spectra as the strength load test data of the push-pull rod.

[0096] The maximum compressive load value and the maximum tensile load value in the simulated load spectrum corresponding to various driving road surfaces are used as strength load test data, which increases the upper limit of the strength load test data and further increases the load upper limit of the subsequent push-pull rod strength test, thereby improving the accuracy of the tested push-pull rod parameters.

[0097] S412: The sum of the maximum compressive load and the maximum tensile load in the simulated load spectrum corresponding to each pavement morphology spectrum is used as the target load sum corresponding to the simulated load spectrum to obtain multiple target load sums.

[0098] After obtaining the simulated load spectra corresponding to multiple pavement morphology spectra, the maximum compressive load and the maximum tensile load are determined in the simulated load spectrum corresponding to each pavement morphology spectrum, and then the sum of the maximum compressive load and the maximum tensile load in the simulated load spectrum corresponding to each pavement morphology spectrum is used as the target load sum corresponding to the simulated load spectrum. The target load sum corresponding to each pavement morphology spectrum can be obtained, that is, multiple target load sums are obtained.

[0099] S413: The simulated load spectrum corresponding to the target load sum with the largest value among the multiple target load sums is used as the target force load spectrum.

[0100] After obtaining the target load sum corresponding to each pavement morphology spectrum, the simulated load spectrum corresponding to the largest target load sum among the multiple target load sums is used as the target load spectrum. This increases the upper load limit of the target load spectrum, thereby increasing the upper load limit for subsequent push-pull rod durability testing, thereby improving the accuracy of the tested push-pull rod parameters.

[0101] Among them, after obtaining the simulation load spectra corresponding to multiple pavement morphology spectra, the simulation load spectra can be extracted using Excel secondary development to obtain the maximum load of the push-pull rod under compression and the maximum load under tension in each simulation load spectrum, and the sum of the maximum load and the maximum load under tension is used as the target load sum corresponding to each simulation load spectrum, and then the target load sum with the largest value is determined among the multiple target load sums, and the simulation load spectrum corresponding to the target load sum with the largest value is used as the target force load spectrum, which is used as the load input for the subsequent push-pull rod durability test.

[0102] In this embodiment, the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension are extracted from the simulation load spectrum corresponding to each road surface morphology spectrum as the strength load test data of the push-pull rod. At the same time, the sum of the maximum compressive load and the maximum tensile load in the simulation load spectrum corresponding to each road surface morphology spectrum is used as the target load sum corresponding to the simulation load spectrum to obtain multiple target load sums. The simulation load spectrum corresponding to the target load sum with the largest value among the multiple target load sums is used as the target force load spectrum. The specific process of determining the target force load spectrum and strength load test data of the push-pull rod is clarified, which provides a basis for subsequently determining the target design parameters according to the target force load spectrum and strength load test data.

[0103] In one embodiment, step S42, i.e., determining target design parameters based on the target load spectrum and strength load test data, specifically includes the following steps:

[0104] a. Iteratively calculate the push-pull rod parameters based on the strength load test data to determine the target parameters that meet the push-pull rod strength requirements. The push-pull rod parameters include the material and geometric parameters of the push-pull rod.

[0105] After obtaining the strength load test data of the push-pull rod, the strength load test data is used as the load input in the push-pull rod strength test, and the parameters of the push-pull rod are iteratively calculated to determine the target parameters that meet the strength requirements of the push-pull rod, wherein the parameters of the push-pull rod include the material and geometric parameters of the push-pull rod.

[0106] For example, Matlab software and Abaqus software can be combined to develop an automated calculation program for the push-pull rod strength and related interfaces. The path for maintaining the strength load test data can be input into the automated calculation program for the push-pull rod strength through the related interface. The automated calculation program iteratively calculates the parameters of the push-pull rod based on the strength load test data until the parameters of the push-pull rod meet the push-pull rod strength requirements. The automated calculation program then outputs target parameters that meet the push-pull rod strength requirements. The target parameters include the material and geometric parameters of the push-pull rod.

[0107] In this embodiment, the process of determining the target parameters by combining the push-pull rod strength automatic calculation program developed by Matlab software and Abaqus software is only an example. In other embodiments, the target parameters can also be determined by other methods, which will not be repeated here.

[0108] b. Calculate the fatigue life of the push-pull rod based on the target load spectrum and target parameters, and determine whether the fatigue life of the push-pull rod meets the durability requirements.

[0109] For example, after obtaining the target parameters that meet the strength requirements of the push-pull rod, the fatigue life of the push-pull rod is calculated in the Ncode software using the target parameters and target force load spectrum that meet the strength requirements of the push-pull rod to determine whether the fatigue life of the push-pull rod is greater than or equal to the preset fatigue life. If the fatigue life of the push-pull rod is greater than or equal to the preset fatigue life, it means that the fatigue life of the push-pull rod meets the durability requirements, that is, the target parameters meet the durability requirements; if the fatigue life of the push-pull rod is less than the preset fatigue life, it means that the fatigue life of the push-pull rod does not meet the durability requirements, that is, the target parameters do not meet the durability requirements, and it is necessary to re-determine a set of target parameters based on the strength load test data.

[0110] In this embodiment, calculating the fatigue life of the push-pull rod by using Ncode software and determining whether the fatigue life of the push-pull rod meets the durability requirement is only an example. In other embodiments, it can also be determined by other methods, which will not be repeated here.

[0111] c. If the fatigue life of the push-pull rod meets the durability requirements, the weight of the push-pull rod is calculated based on the target parameters, and it is determined whether the weight of the push-pull rod meets the weight requirements.

[0112] After determining whether the fatigue life of the push-pull rod meets the durability requirements, if the fatigue life of the push-pull rod meets the durability requirements, the weight of the finished push-pull rod is calculated based on the target parameters, and a determination is made as to whether the weight of the finished push-pull rod meets the weight requirements. The weight of the finished push-pull rod is calculated based on the target parameters to determine whether the weight of the finished push-pull rod is less than or equal to the preset weight. If the weight of the finished push-pull rod is less than or equal to the preset weight, it indicates that the weight of the finished push-pull rod meets the weight requirements; if the weight of the finished push-pull rod is greater than the preset weight, it indicates that the weight of the finished push-pull rod does not meet the weight requirements. If the weight of the finished push-pull rod meets the requirements, the design parameter determination process for the push-pull rod is complete; otherwise, the design parameters of the push-pull rod need to be reset.

[0113] The weight of the push-pull rod product can be determined by using Catia software, and whether the weight of the push-pull rod product meets the weight requirement can be determined. In other embodiments, the weight can also be determined by other methods.

[0114] d. If the weight of the push-pull rod meets the weight requirement, the target parameters are determined as the target design parameters of the push-pull rod.

[0115] After determining whether the weight of the push-pull rod meets the weight requirements, if the weight of the push-pull rod meets the weight requirements, it means that the push-pull rod finished product designed according to the target parameters not only meets the durability and strength requirements, but also meets the weight requirements. The target parameters are determined as the target design parameters of the push-pull rod, and the push-pull rod can be produced according to the target design parameters.

[0116] In this embodiment, the parameters of the push-pull rod are iteratively calculated based on the strength load test data to determine the target parameters that meet the strength requirements of the push-pull rod. The parameters of the push-pull rod include the material and geometric parameters of the push-pull rod. Then, the fatigue life of the push-pull rod is calculated based on the target load spectrum and the target parameters, and it is determined whether the fatigue life of the push-pull rod meets the durability requirements. If the fatigue life of the push-pull rod does not meet the durability requirements, the above steps are repeated until it is determined that the fatigue life of the push-pull rod meets the durability requirements; if the fatigue life of the push-pull rod meets the durability requirements, the weight of the push-pull rod is calculated based on the target parameters, and it is determined whether the weight of the push-pull rod meets the weight requirements. If the weight of the push-pull rod does not meet the weight requirements, the above steps are repeated until it is determined that the weight of the push-pull rod meets the weight requirements; if the weight of the push-pull rod meets the weight requirements, the target parameters are determined as the target design parameters of the push-pull rod. The specific process of determining the target design parameters based on the target load spectrum and the strength load test data is clarified, and the design parameters of the push-pull rod that simultaneously meet the strength, durability and weight requirements can be determined efficiently and quickly.

[0117] In one embodiment, after determining whether the fatigue life of the push-pull rod meets the durability requirement, the method further includes the following steps:

[0118] e. If the fatigue life of the push-pull rod does not meet the durability requirements, repeat steps ab until it is determined that the fatigue life of the push-pull rod meets the durability requirements;

[0119] After determining whether the fatigue life of the push-pull rod meets the durability requirements, if the fatigue life of the push-pull rod does not meet the durability requirements, steps ab need to be repeated until it is determined that the fatigue life of the push-pull rod meets the durability requirements, further clarifying the specific process of determining the target design parameters based on the target stress load spectrum and strength load test data.

[0120] In one embodiment, after determining whether the fatigue life of the push-pull rod meets the durability requirement, the method further includes the following steps:

[0121] f. If the weight of the push-pull rod does not meet the weight requirement, repeat steps ac until it is determined that the weight of the push-pull rod meets the weight requirement.

[0122] After determining whether the weight of the push-pull rod meets the weight requirement, if the weight of the push-pull rod does not meet the weight requirement, it means that the finished push-pull rod designed according to the target parameters does not meet the weight requirement, and steps ac need to be repeated until it is determined that the weight of the push-pull rod meets the weight requirement, further clarifying the specific process of determining the target design parameters based on the target force load spectrum and strength load test data.

[0123] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0124] In one embodiment, a device for determining design parameters of a suspension push-pull rod is provided, and the device for determining design parameters of a suspension push-pull rod corresponds one-to-one to the method for determining design parameters of a suspension push-pull rod in the above embodiment. Figure 5 As shown, the device for determining the design parameters of the suspension push-pull rod includes a first acquisition module 501, a second acquisition module 502, an adjustment module 503 and a calculation module 504. The functional modules are described in detail as follows:

[0125] A first acquisition module 501 is configured to acquire a vehicle co-simulation model including an electromagnetic active suspension, wherein the vehicle co-simulation model is interconnected with a vehicle multi-body dynamics model including the electromagnetic active suspension;

[0126] A second acquisition module 502 is configured to establish a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and to acquire a road morphology spectrum of the road on which the vehicle is traveling;

[0127] An adjustment module 503 is configured to input the road surface morphology spectrum into the suspension closed-loop control system and adjust the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system;

[0128] The calculation module 504 is configured to calculate target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulated load spectrum corresponding to the road surface morphology spectrum.

[0129] Furthermore, the road surface morphology spectrum includes road surface morphology spectra of various driving roads, and the calculation module 504 is specifically configured to:

[0130] Determining the target load spectrum and strength load test data of the push-pull rod in the simulation load spectrum corresponding to each road surface morphology spectrum;

[0131] The target design parameters are determined according to the target load spectrum and the strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements, and push-pull rod weight requirements.

[0132] Furthermore, the calculation module 504 is further configured to:

[0133] Extracting the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension from the simulated load spectra corresponding to all the road surface morphology spectra as the strength load test data of the push-pull rod;

[0134] taking the sum of the maximum compressive load and the maximum tensile load in the simulated load spectrum corresponding to each of the pavement morphology spectra as the target load sum corresponding to each of the simulated load spectra, to obtain a plurality of target load sums;

[0135] The target load with the largest value among the multiple target loads and the corresponding simulation load spectrum are used as the target stress load spectrum.

[0136] Furthermore, the calculation module 504 is further configured to:

[0137] a. Iteratively calculating the parameters of the push-pull rod according to the strength load test data to determine the target parameters that meet the push-pull rod strength requirements, the push-pull rod parameters include the material and geometric parameters of the push-pull rod;

[0138] b. calculating the fatigue life of the push-pull rod according to the target load spectrum and the target parameters, and determining whether the fatigue life of the push-pull rod meets the durability requirements;

[0139] c. If the fatigue life of the push-pull rod meets the durability requirement, the weight of the push-pull rod is calculated according to the target parameters, and whether the weight of the push-pull rod meets the weight requirement is determined;

[0140] d. If the weight of the push-pull rod meets the weight requirement, the target parameter is determined as the target design parameter of the push-pull rod.

[0141] Furthermore, after determining whether the fatigue life of the push-pull rod meets the durability requirement, the calculation module 504 is further configured to:

[0142] e. If the fatigue life of the push-pull rod does not meet the durability requirement, repeat steps ab until it is determined that the fatigue life of the push-pull rod meets the durability requirement.

[0143] Furthermore, after determining whether the weight of the push-pull rod meets the weight requirement, the calculation module 504 is further configured to:

[0144] f. If the weight of the push-pull rod does not meet the weight requirement, repeat steps ac until it is determined that the weight of the push-pull rod meets the weight requirement.

[0145] Furthermore, the adjustment module 503 is specifically configured to:

[0146] Inputting the road morphology spectrum into a suspension closed-loop control system to obtain in real time simulated vehicle body vibration parameters output by the vehicle joint simulation model;

[0147] adjusting the parameters of the controller simulation model according to the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter to perform closed-loop regulation on the simulated vehicle body vibration parameter;

[0148] determining whether a difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition;

[0149] If the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets the preset condition, the real-time load spectrum meeting the preset condition output by the suspension closed-loop control system is obtained as the simulated load spectrum corresponding to the road surface morphology spectrum.

[0150] Furthermore, the adjustment module 503 is further configured to:

[0151] Determining the real-time vehicle body vertical acceleration, the real-time vehicle body pitch acceleration, and the real-time vehicle body roll acceleration among the simulated vehicle body vibration parameters, and determining the target vehicle body vertical acceleration, the target vehicle body pitch acceleration, and the target vehicle body roll acceleration among the target vehicle body vibration parameters;

[0152] When the difference between the real-time vehicle body vertical acceleration and the target vehicle body vertical acceleration is within a first preset range, the difference between the real-time vehicle body pitch acceleration and the target vehicle body pitch acceleration is within a second preset range, and the difference between the real-time vehicle body roll acceleration and the target vehicle body roll acceleration is within a third preset range, it is determined whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition.

[0153] The specific definitions of the device for determining design parameters of a suspension push-pull rod can be found in the definitions of the method for determining design parameters of a suspension push-pull rod described above and will not be repeated here. Each module in the aforementioned device for determining design parameters of a suspension push-pull rod can be implemented in whole or in part via software, hardware, or a combination thereof. Each of these modules can be embedded in or independent of a processor in a computer device in hardware form, or can be stored in a memory in the computer device in software form, so that the processor can call and execute the corresponding operations of each of these modules.

[0154] In one embodiment, a device for determining the design parameters of a suspension push-pull rod is provided. The device can be a computer device. The device includes a processor, memory, a network interface, a display screen, and an input device connected via a system bus. The processor of the device provides computing and control capabilities. The memory of the device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and computer program stored in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external server via a network connection. When executed by the processor, the computer program implements a method for determining the design parameters of a suspension push-pull rod.

[0155] In one embodiment, Figure 5 As shown, a device for determining the design parameters of a suspension push-pull rod is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method for determining the design parameters of the suspension push-pull rod are implemented.

[0156] In one embodiment, a readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method for determining the design parameters of the suspension push-pull rod are implemented.

[0157] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0158] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0159] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A method for determining design parameters of a suspension push-pull rod, characterized in that: include: Acquire a whole vehicle co-simulation model including an electromagnetic active suspension, wherein the whole vehicle co-simulation model is interconnected with a whole vehicle multi-body dynamics model including the electromagnetic active suspension; Establishing a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and obtaining a road surface morphology spectrum of the vehicle driving road; Inputting the road surface morphology spectrum into the suspension closed-loop control system and adjusting the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system; Calculating target design parameters of the push-pull rod in the electromagnetic active suspension according to the simulated load spectrum corresponding to the road surface morphology spectrum; The target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulated load spectrum corresponding to the road surface morphology spectrum, including: using the simulated load spectrum corresponding to the road surface morphology spectrum as the push-pull rod force load spectrum, and calculating the target design parameters of the push-pull rod in the electromagnetic active suspension based on the push-pull rod force load spectrum.

2. The method for determining design parameters of a suspension push-pull rod according to claim 1, wherein: The road surface morphology spectrum includes road surface morphology spectra of various driving roads, and the target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulated load spectrum corresponding to the road surface morphology spectrum, including: Determining the target load spectrum and strength load test data of the push-pull rod in the simulation load spectrum corresponding to each road surface morphology spectrum; The target design parameters are determined according to the target load spectrum and the strength load test data. The target design parameters need to meet the push-pull rod strength requirements, push-pull rod durability requirements, and push-pull rod weight requirements.

3. The method for determining design parameters of a suspension push-pull rod according to claim 2, wherein: Determining the target load spectrum and strength load test data of the push-pull rod in the simulated load spectrum corresponding to each road surface morphology spectrum includes: Extracting the maximum compressive load value and the maximum tensile load value of the push-pull rod of the electromagnetic active suspension from the simulated load spectra corresponding to all the road surface morphology spectra as strength load test data of the push-pull rod; taking the sum of the maximum compressive load and the maximum tensile load in the simulated load spectrum corresponding to each of the pavement morphology spectra as the target load sum corresponding to each of the simulated load spectra, to obtain a plurality of target load sums; The target load with the largest value among the multiple target loads and the corresponding simulation load spectrum are used as the target stress load spectrum.

4. The method for determining design parameters of a suspension push-pull rod according to claim 2, wherein: Determining the target design parameters according to the target load spectrum and the strength load test data includes: a according to the strength load test data of the push-pull rod parameters are iteratively calculated to determine the push-pull rod to meet the strength requirements of the target parameters, the push-pull rod parameters include the push-pull rod material and geometric parameters; b. Calculating the fatigue life of the push-pull rod according to the target load spectrum and the target parameters, and determining whether the fatigue life of the push-pull rod meets the durability requirements; c. If the fatigue life of the push-pull rod meets the durability requirements, the weight of the push-pull rod is calculated based on the target parameters, and determining whether the weight of the push-pull rod meets the weight requirements; d. If the weight of the push-pull rod meets the weight requirement, determining the target parameter as the target design parameter of the push-pull rod.

5. The method for determining design parameters of a suspension push-pull rod according to claim 4, wherein: After determining whether the fatigue life of the push-pull rod meets the durability requirement, the method further includes: e. If the fatigue life of the push-pull rod does not meet the durability requirements, repeat steps ab until it is determined that the fatigue life of the push-pull rod meets the durability requirements.

6. The method for determining design parameters of a suspension push-pull rod according to claim 5, wherein: After determining whether the weight of the push-pull rod meets the weight requirement, the method further includes: f. If the weight of the push-pull rod does not meet the weight requirement, repeat steps ac until it is determined that the weight of the push-pull rod meets the weight requirement.

7. The method for determining design parameters of a suspension push-pull rod according to any one of claims 1 to 6, wherein: Inputting the road surface morphology spectrum into the suspension closed-loop control system and adjusting the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system includes: Inputting the road morphology spectrum into a suspension closed-loop control system to obtain in real time simulated vehicle body vibration parameters output by the vehicle joint simulation model; adjusting the parameters of the controller simulation model according to the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter to perform closed-loop regulation on the simulated vehicle body vibration parameter; determining whether a difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition; If the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets the preset condition, the real-time load spectrum meeting the preset condition output by the suspension closed-loop control system is obtained as the simulated load spectrum corresponding to the road surface morphology spectrum.

8. The method for determining design parameters of a suspension push-pull rod according to claim 7, wherein: Determining whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition includes: Determining the real-time vehicle body vertical acceleration, the real-time vehicle body pitch acceleration, and the real-time vehicle body roll acceleration among the simulated vehicle body vibration parameters, and determining the target vehicle body vertical acceleration, the target vehicle body pitch acceleration, and the target vehicle body roll acceleration among the target vehicle body vibration parameters; When the difference between the real-time vehicle body vertical acceleration and the target vehicle body vertical acceleration is within a first preset range, the difference between the real-time vehicle body pitch acceleration and the target vehicle body pitch acceleration is within a second preset range, and the difference between the real-time vehicle body roll acceleration and the target vehicle body roll acceleration is within a third preset range, it is determined whether the difference between the simulated vehicle body vibration parameter and the target vehicle body vibration parameter meets a preset condition.

9. A device for determining design parameters of a suspension push-pull rod, characterized in that: include: A first acquisition module is configured to acquire a whole vehicle co-simulation model including an electromagnetic active suspension, wherein the whole vehicle co-simulation model is interconnected with a whole vehicle multi-body dynamics model including the electromagnetic active suspension; a second acquisition module, configured to establish a suspension closed-loop control system based on the vehicle joint simulation model and the controller simulation model, and to acquire a road morphology spectrum of the road on which the vehicle is traveling; an adjustment module, configured to input the road surface morphology spectrum into the suspension closed-loop control system and adjust the controller simulation model to obtain a simulated load spectrum corresponding to the road surface morphology spectrum output by the suspension closed-loop control system; a calculation module, configured to calculate target design parameters of the push-pull rod in the electromagnetic active suspension according to a simulated load spectrum corresponding to the road surface morphology spectrum; The target design parameters of the push-pull rod in the electromagnetic active suspension are calculated based on the simulated load spectrum corresponding to the road surface morphology spectrum, including: using the simulated load spectrum corresponding to the road surface morphology spectrum as the push-pull rod force load spectrum, and calculating the target design parameters of the push-pull rod in the electromagnetic active suspension based on the push-pull rod force load spectrum.

10. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method for determining the design parameters of a suspension push-pull rod according to any one of claims 1 to 8 are implemented.

Images