Suspension angle selection method, device and equipment for longitudinal vehicle and storage medium

Abstract

The present application belongs to the technical field of vehicle design, and discloses a longitudinal vehicle suspension angle selection method, device, equipment and storage medium. The method comprises the following steps: obtaining suspension parameter information of a vehicle to be evaluated; establishing a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information; applying a torque time domain signal to the power assembly centroid in the vehicle suspension model to obtain a power assembly vibration result; and determining the suspension angle of the vehicle to be evaluated according to the power assembly vibration result. In the above manner, the vehicle suspension model of the vehicle to be evaluated is established according to the suspension parameter information of the vehicle to be evaluated, the simulation calculation of the torque time domain signal applied to the power assembly centroid is performed, and finally the power assembly vibration result is obtained. The optimal suspension angle with the minimum vibration in the use process of the vehicle to be evaluated can be determined according to the power assembly vibration result, and the optimal suspension angle corresponding to the minimum vehicle vibration under the premise of the idle speed and starting working condition of the vehicle can be obtained.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle design, and particularly relates to a longitudinal vehicle suspension angle selection method, device, equipment and storage medium. BACKGROUND

[0002] Powertrain suspension system angle design is an important part of vehicle design, which can affect the NVH performance of idle speed, starting impact, etc. of the vehicle. The selection range of the longitudinal vehicle angle is limited (commonly 0-45°), and how to find the optimal suspension angle in the early stage and consider the in-vehicle vibration of idle speed and starting is a key technology. The conventional suspension decoupling cannot completely realize the above functions.

[0003] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0004] The main purpose of the present application is to provide a longitudinal vehicle suspension angle selection method, device, equipment and storage medium, which aims to solve the technical problem that the existing technology cannot determine the optimal suspension angle of the vehicle by considering the vehicle vibration under various working conditions.

[0005] To achieve the above purpose, the present application provides a longitudinal vehicle suspension angle selection method, which comprises the following steps:

[0006] Obtain the suspension parameter information of the vehicle to be evaluated;

[0007] Establish a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information;

[0008] When a torque time domain signal is applied to the powertrain centroid in the vehicle suspension model, the powertrain vibration result is obtained;

[0009] Determine the suspension angle of the vehicle to be evaluated according to the powertrain vibration result.

[0010] Optionally, the establishment of the vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information comprises:

[0011] Determine the powertrain information and suspension information according to the suspension parameter information;

[0012] Determine the centroid, weight and inertia parameters of the vehicle to be evaluated according to the powertrain information;

[0013] Determine the suspension stiffness, suspension position and initial suspension angle of the vehicle to be evaluated according to the suspension information;

[0014] establish a vehicle suspension model corresponding to the vehicle to be evaluated according to the center of mass, the weight, the inertia parameter, the suspension stiffness, the suspension position and the initial suspension angle.

[0015] Optionally, the torque time domain signal is applied to the center of mass of the power assembly in the vehicle suspension model to obtain a power assembly vibration result, including:

[0016] According to the torque time domain signal, a first output torque time domain signal of an engine starting process and a second output torque time domain signal of an engine idling process of the vehicle to be evaluated are determined.

[0017] The first output torque time domain signal and the second output torque time domain signal are respectively applied to the center of mass of the power assembly in the vehicle suspension model to obtain a power assembly vibration result.

[0018] Optionally, the suspension angle of the vehicle to be evaluated is determined according to the power assembly vibration result, including:

[0019] According to the power assembly vibration result, a suspension angle and an influence direction information of a vibration degree of the vehicle to be evaluated are determined with the suspension angle as a variable.

[0020] According to the power assembly vibration result, an optimal assembly three-dimensional vibration amplitude is determined with a z-direction angle of the suspension of the vehicle to be evaluated as a variable.

[0021] The suspension angle is determined according to the influence direction and the optimal assembly three-dimensional vibration amplitude.

[0022] Optionally, the suspension angle and the influence direction information of the vibration degree of the vehicle to be evaluated are determined according to the power assembly vibration result with the suspension angle as a variable, including:

[0023] A suspension influence factor of the vehicle to be evaluated and a first change curve corresponding to the suspension angle are obtained.

[0024] According to the first change curve, the suspension influence factor and the power assembly vibration result, a first influence direction of each suspension influence factor on reducing the idling vibration of the vehicle to be evaluated and a second influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated are determined.

[0025] The first influence direction and the second influence direction are taken as the influence direction information.

[0026] Optionally, the optimal assembly three-dimensional vibration amplitude is determined according to the power assembly vibration result with the z-direction angle of the suspension of the vehicle to be evaluated as a variable, including:

[0027] Determining a plurality of z-angle combinations of left-side and right-side suspensions using the z-angle of the suspension of the vehicle to be evaluated as a variable;

[0028] Determining the three-axis vibration amplitude of the alternative assembly for each z-axis angle combination based on the powertrain vibration result;

[0029] The optimal three-directional vibration amplitude of the assembly is selected from the three-directional vibration amplitudes of the alternative assemblies.

[0030] Optionally, the determining of a plurality of z-angle combinations of left-side and right-side suspensions using the z-angle of the suspension of the vehicle to be evaluated as a variable includes:

[0031] Obtaining a change curve of the z-direction angle of the left side suspension of the vehicle to be evaluated as a second change curve;

[0032] Obtaining a change curve of the z-direction angle of the right side suspension of the vehicle to be evaluated as a third change curve;

[0033] A plurality of z-direction angle combinations of the left-side suspension and the right-side suspension are determined according to the second variation curve and the third variation curve.

[0034] In addition, to achieve the above-mentioned purpose, the present invention further provides a device for selecting a suspension angle for a longitudinal vehicle type, the device comprising:

[0035] An acquisition module is used to obtain the suspension parameter information of the vehicle to be evaluated;

[0036] A modeling module, configured to establish a vehicle suspension model corresponding to the vehicle to be evaluated based on the suspension parameter information;

[0037] a simulation module for applying a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result;

[0038] A selection module is used to determine the suspension angle of the vehicle to be evaluated according to the powertrain vibration result.

[0039] In addition, to achieve the above-mentioned purpose, the present invention also proposes a longitudinal vehicle suspension angle selection device, which includes: a memory, a processor, and a longitudinal vehicle suspension angle selection program stored in the memory and runnable on the processor. The longitudinal vehicle suspension angle selection program is configured to implement the steps of the longitudinal vehicle suspension angle selection method described above.

[0040] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a suspension angle selection program for a longitudinal vehicle type is stored. When the suspension angle selection program for a longitudinal vehicle type is executed by a processor, the steps of the suspension angle selection method for a longitudinal vehicle type as described above are implemented.

[0041] The present invention obtains suspension parameter information of a vehicle to be evaluated; establishes a vehicle suspension model corresponding to the vehicle to be evaluated based on the suspension parameter information; applies a torque time-domain signal to the powertrain center of mass in the vehicle suspension model to obtain a powertrain vibration result; and determines the suspension angle of the vehicle to be evaluated based on the powertrain vibration result. In this way, a vehicle suspension model of the vehicle to be evaluated is established based on the suspension parameter information of the vehicle to be evaluated, and then a powertrain vibration result is finally obtained by performing a simulation calculation of the torque time-domain signal applied at the powertrain center of mass. This allows the optimal suspension angle to be determined based on the powertrain vibration result for minimizing vibration during use of the vehicle to be evaluated, and further, the optimal suspension angle corresponding to the minimum vehicle vibration under idling and starting conditions can be obtained. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 Schematic diagram of the structure of a device for selecting a suspension angle for a longitudinal vehicle in a hardware operating environment according to an embodiment of the present invention;

[0043] Figure 2 This is a flow chart of a first embodiment of a method for selecting a suspension angle for a longitudinal vehicle of the present invention;

[0044] Figure 3 This is a schematic diagram of a time-domain signal waveform of the first output torque in an embodiment of a method for selecting a suspension angle for a longitudinal vehicle of the present invention;

[0045] Figure 4 This is a flow chart of a second embodiment of the method for selecting a suspension angle for a longitudinal vehicle of the present invention;

[0046] Figure 5 This is a structural block diagram of the first embodiment of the suspension angle selection device for a longitudinal vehicle type of the present invention.

[0047] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0048] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0049] Reference Figure 1 , Figure 1 This is a schematic diagram of the device structure for selecting the suspension angle of a longitudinal vehicle in the hardware operating environment involved in the embodiment of the present invention.

[0050] like Figure 1 As shown, the device for selecting the suspension angle of a longitudinal vehicle may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to implement communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard. Optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0051] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the suspension angle selection device for longitudinal vehicles, and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0052] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a suspension angle selection program for a longitudinal vehicle type.

[0053] exist Figure 1 In the longitudinal vehicle suspension angle selection device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the longitudinal vehicle suspension angle selection device of the present invention can be set in the longitudinal vehicle suspension angle selection device, and the longitudinal vehicle suspension angle selection device calls the longitudinal vehicle suspension angle selection program stored in the memory 1005 through the processor 1001, and executes the longitudinal vehicle suspension angle selection method provided by the embodiment of the present invention.

[0054] The embodiment of the present invention provides a method for selecting the suspension angle of a longitudinal vehicle. Figure 2 , Figure 2 The figure is a flow chart of a first embodiment of a method for selecting a suspension angle for a longitudinal vehicle of the present invention.

[0055] In this embodiment, the method for selecting the suspension angle of a longitudinal vehicle includes the following steps:

[0056] Step S10: Obtaining suspension parameter information of the vehicle to be evaluated.

[0057] It should be noted that the execution subject of this embodiment is a smart terminal, which can be any smart terminal with computing capabilities that can perform simulation calculations and model construction, such as a personal computer, tablet computer, etc., or other devices that can achieve this function, and this embodiment does not limit this.

[0058] It should be understood that the vehicle's suspension design angle affects the vehicle's NVH performance, such as idle speed and starting shock. However, there is currently no solution that can automatically calculate the vehicle's optimal suspension angle based on the vehicle's various parameter configurations. The solution of this embodiment establishes a vehicle suspension model for the vehicle to be evaluated based on its suspension parameter information. Then, by simulating the time-domain signal of the torque applied at the powertrain's center of mass, powertrain vibration results are ultimately obtained. This powertrain vibration result allows the determination of the optimal suspension angle for minimizing vibration during the vehicle's use, thereby determining the optimal suspension angle that minimizes vehicle vibration under idle and starting conditions.

[0059] In practice, the vehicle to be evaluated can be any model and brand of longitudinally mounted vehicle. A longitudinally mounted vehicle refers to any vehicle with a longitudinally mounted engine.

[0060] It should be noted that the suspension parameter information refers to the parameter-related information of the suspension system of the vehicle to be evaluated and the vehicle as a whole.

[0061] Step S20: establishing a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information.

[0062] It should be understood that the vehicle suspension model refers to a suspension model of the vehicle to be evaluated that is obtained based on suspension parameter information and is used for simulation calculation.

[0063] Furthermore, in order to accurately establish a vehicle suspension model corresponding to the vehicle to be evaluated, step S20 includes: determining powertrain information and suspension information based on the suspension parameter information; determining the center of mass, weight and inertia parameters of the vehicle to be evaluated based on the powertrain information; determining the suspension stiffness, suspension position and initial suspension angle of the vehicle to be evaluated based on the suspension information; and establishing a vehicle suspension model corresponding to the vehicle to be evaluated based on the center of mass, the weight, the inertia parameters, the suspension stiffness, the suspension position and the initial suspension angle.

[0064] In a specific implementation, the center of mass, weight, and inertia parameters included in the powertrain information refer to: the overall center of gravity of the vehicle to be evaluated, the total weight, and the parameters used to evaluate the inertia of the vehicle to be evaluated when the vehicle is driving.

[0065] It should be noted that the suspension information includes the stiffness of the suspension system of the vehicle to be evaluated, the location of the suspension, and the initially set suspension angle. The initial suspension angle is a pre-set specified angle, which is not limited in this embodiment.

[0066] It should be understood that establishing the vehicle suspension model corresponding to the vehicle to be evaluated based on the center of mass, the weight, the inertia parameters, the suspension stiffness, the suspension position and the initial suspension angle means: constructing a whole vehicle model with the center of mass, weight and inertia parameters of the vehicle to be evaluated, and then adding the suspension stiffness, suspension position and initial suspension angle to obtain the final vehicle suspension model of the vehicle to be evaluated.

[0067] In this way, it is possible to accurately establish a vehicle suspension model based on various parameter information in the suspension parameter information of the vehicle to be evaluated, so that the subsequent selection of the suspension angle of each vehicle to be evaluated is more accurate.

[0068] Step S30: applying a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result.

[0069] In a specific implementation, the torque time domain signal includes a first output torque time domain signal and a second output torque time domain signal. The first output torque time domain signal and the second output torque time domain signal are respectively applied to the center of mass of the powertrain on the vehicle suspension model for simulation calculation. The result of the vibration condition of the powertrain of the vehicle to be evaluated is the powertrain vibration result.

[0070] Furthermore, in order to accurately perform simulation calculations, step S30 includes: determining a first output torque time domain signal during the engine startup process and a second output torque time domain signal during the engine idling process of the vehicle to be evaluated based on the torque time domain signal; applying the first output torque time domain signal and the second output torque time domain signal to the center of mass of the powertrain in the vehicle suspension model, respectively, to obtain a powertrain vibration result.

[0071] It should be noted that the torque time domain signal output by the engine of the vehicle to be evaluated during the startup process is the first output torque time domain signal. The first output torque time domain signal is as follows: Figure 3 shown.

[0072] It should be understood that the second output torque time domain signal is a fixed value, specifically 10 N·m.

[0073] In a specific implementation, the first output torque time domain signal and the second output torque time domain signal are respectively applied to the power assembly centroid in the vehicle suspension model, and a power assembly vibration result is obtained, which means that the first output torque time domain signal is applied in an engine starting process of the vehicle to be evaluated, and then the second output torque time domain signal is applied in an engine idling process, and finally a simulation result obtained is the power assembly vibration result.

[0074] In this way, different torque time domain signals are respectively applied for simulation, and accurate simulation calculation can be performed under different working conditions to obtain the power assembly vibration result.

[0075] Step S40: determining the suspension angle of the vehicle to be evaluated according to the power assembly vibration result.

[0076] It should be noted that determining the suspension angle of the vehicle to be evaluated according to the power assembly vibration result means that the influence direction information of the suspension angle and the optimal assembly three-dimensional vibration amplitude are determined according to the power assembly vibration result, so that the suspension angle of the vehicle to be evaluated can be accurately determined.

[0077] The embodiment obtains suspension parameter information of the vehicle to be evaluated, establishes a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information, applies a torque time domain signal to the power assembly centroid in the vehicle suspension model to obtain a power assembly vibration result, and determines the suspension angle of the vehicle to be evaluated according to the power assembly vibration result. In this way, the vehicle suspension model of the vehicle to be evaluated is established according to the suspension parameter information of the vehicle to be evaluated, and then simulation calculation is performed by applying a torque time domain signal to the power assembly centroid, and finally a power assembly vibration result is obtained, so that the optimal suspension angle with the minimum vibration in the use process of the vehicle to be evaluated can be determined according to the power assembly vibration result, and the corresponding optimal suspension angle under the premise of the minimum vehicle vibration of the vehicle in the idling and starting working conditions can be obtained.

[0078] Reference Figure 3 , Figure 3 This is a flowchart of a second embodiment of a longitudinal vehicle suspension angle selection method of the application.

[0079] Based on the above first embodiment, the longitudinal vehicle suspension angle selection method of the embodiment includes the following steps in the step S40.

[0080] Step S401: taking the suspension angle as a variable, and determining the influence direction information of the suspension angle and the vibration degree of the vehicle to be evaluated according to the power assembly vibration result.

[0081] It should be noted that based on the powertrain vibration results, the vibration conditions of the vehicle to be evaluated are analyzed with the suspension angle as a variable. Specifically, the influence direction of each influencing factor of the vehicle to be evaluated on the vibration degree is analyzed to determine whether it has a positive or negative influence, as well as the degree of influence.

[0082] Furthermore, in order to further determine the influence direction information, step S401 includes: obtaining the suspension influence factor of the vehicle to be evaluated, and the first change curve corresponding to the suspension angle; determining the first influence direction of each suspension influence factor on reducing the idle vibration of the vehicle to be evaluated, and the second influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated based on the first change curve, the suspension influence factor and the powertrain vibration result; and using the first influence direction and the second influence direction as influence direction information.

[0083] It should be understood that the suspension influence factor refers to various parameters that can affect the effect of the suspension on the vibration level, and the first variation curve refers to a curve showing the variation of the suspension angle with time.

[0084] In a specific implementation, the first influence direction of each suspension influence factor on reducing the idle vibration of the vehicle to be evaluated, and the second influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated are determined based on the first change curve, the suspension influence factor and the powertrain vibration result. The first influence direction refers to the influence direction of each suspension influence factor on reducing the idle vibration of the vehicle to be evaluated (including positive influence and negative influence), and the second influence direction refers to the influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated (including positive influence and negative influence).

[0085] In this way, the direction of influence of each suspension influencing factor on the vibration of the vehicle can be accurately determined, so that the suspension angle can be accurately selected.

[0086] Step S402: Taking the z-direction angle of the suspension of the vehicle to be evaluated as a variable, the optimal three-dimensional vibration amplitude of the assembly is determined according to the vibration result of the powertrain.

[0087] It should be noted that the z-angle refers to the angle in the vertically upward direction of the suspension of the vehicle to be evaluated.

[0088] It should be understood that the optimal three-dimensional vibration amplitude of the assembly refers to the minimum vibration amplitude of the vehicle's powertrain in the x, y, and z directions at different suspension z-direction angles.

[0089] Further, in order to accurately obtain the optimal total assembly three-dimensional vibration amplitude, the step S402 comprises: taking the z-direction angle of the suspension of the vehicle to be evaluated as a variable, determining a plurality of z-direction angle combinations of the left suspension and the right suspension; determining the alternative total assembly three-dimensional vibration amplitude of each z-direction angle combination according to the power assembly vibration result; and selecting the optimal total assembly three-dimensional vibration amplitude from the alternative total assembly three-dimensional vibration amplitudes.

[0090] In a specific implementation, taking the z-direction angle of the suspension of the vehicle to be evaluated as a variable to determine a plurality of z-direction angle combinations of the left suspension and the right suspension means that the z-direction angles of the left suspension and the right suspension of the vehicle to be evaluated are respectively set to form a plurality of z-direction angle combinations of the left suspension and the right suspension.

[0091] It should be noted that determining the alternative total assembly three-dimensional vibration amplitude of each z-direction angle combination according to the power assembly vibration result means that the angles in each of the plurality of z-direction angle combinations of the left suspension and the right suspension are substituted into the power assembly vibration result for calculation and simulation to obtain the alternative total assembly three-dimensional vibration amplitude of each z-direction angle combination.

[0092] It should be understood that selecting the optimal total assembly three-dimensional vibration amplitude from the alternative total assembly three-dimensional vibration amplitudes means selecting the one with the smallest average vibration amplitude in three directions as the optimal total assembly three-dimensional vibration amplitude.

[0093] In this way, the determination of the optimal total assembly three-dimensional vibration amplitude is more accurate.

[0094] Further, in order to select a plurality of z-direction angle combinations, the step of taking the z-direction angle of the suspension of the vehicle to be evaluated as a variable to determine a plurality of z-direction angle combinations of the left suspension and the right suspension comprises: obtaining a variation curve of the z-direction angle of the left suspension of the vehicle to be evaluated as a second variation curve; obtaining a variation curve of the z-direction angle of the right suspension of the vehicle to be evaluated as a third variation curve; and determining a plurality of z-direction angle combinations of the left suspension and the right suspension according to the second variation curve and the third variation curve.

[0095] In a specific implementation, obtaining a variation curve of the z-direction angle of the left suspension of the vehicle to be evaluated as a second variation curve means that a pre-set variation curve of the z-direction angle of the left suspension with time is first obtained as a second variation curve.

[0096] It should be noted that obtaining a variation curve of the z-direction angle of the left suspension of the vehicle to be evaluated as a second variation curve means that a pre-set variation curve of the z-direction angle of the right suspension with time is obtained as a third variation curve.

[0097] It should be understood that determining multiple z-angle combinations of the left-side suspension and the right-side suspension based on the second change curve and the third change curve means: determining the z-angle combinations of the left-side suspension and the right-side suspension at the same time based on the second change curve and the third change curve.

[0098] In this way, the z-angle combination of each left-side suspension and the right-side suspension is accurately determined, so that the three optimized vibration amplitudes can be selected.

[0099] Step S403: determining a suspension angle according to the impact direction and the optimal assembly three-way vibration amplitude.

[0100] It should be noted that determining the suspension angle based on the influencing direction and the optimal assembly three-way vibration amplitude means: determining the importance of each influencing factor based on the influencing direction, selecting the suspension angle that maximizes the combined positive influence of the influencing factors and minimizes the negative influence based on the importance as the first suspension angle, then selecting the z-axis angle combination of the left and right suspensions corresponding to the optimal assembly three-way vibration amplitude based on the importance and the three-way vibration amplitude as the second suspension angle. Finally, the average angle based on the first and second suspension angles is used as the suspension angle.

[0101] This embodiment uses the mount angle as a variable to determine the direction of influence of the mount angle and the vibration level of the vehicle under evaluation based on the powertrain vibration results; uses the z-axis angle of the vehicle's mount as a variable to determine the optimal three-dimensional vibration amplitude based on the powertrain vibration results; and determines the mount angle based on the influence direction and the optimal three-dimensional vibration amplitude. This method allows the optimal mount angle for the vehicle under evaluation to be determined based on the influence direction and the optimal three-dimensional vibration amplitude, accurately selecting the mount angle that minimizes vibration for the vehicle under evaluation.

[0102] In addition, an embodiment of the present invention further proposes a storage medium, on which a suspension angle selection program for a longitudinal vehicle type is stored. When the suspension angle selection program for a longitudinal vehicle type is executed by a processor, the steps of the suspension angle selection method for a longitudinal vehicle type as described above are implemented.

[0103] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0104] Reference Figure 4 , Figure 4 This is a structural block diagram of the first embodiment of the suspension angle selection device for a longitudinal vehicle type of the present invention.

[0105] like Figure 4As shown, the suspension angle selection device for a longitudinal vehicle model proposed in an embodiment of the present invention includes:

[0106] The acquisition module 10 is used to obtain the suspension parameter information of the vehicle to be evaluated.

[0107] The modeling module 20 is configured to establish a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information.

[0108] The simulation module 30 is used to apply a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result.

[0109] The selection module 40 is configured to determine the suspension angle of the vehicle to be evaluated according to the powertrain vibration result.

[0110] This embodiment obtains the suspension parameter information of the vehicle to be evaluated; establishes a vehicle suspension model corresponding to the vehicle to be evaluated based on the suspension parameter information; applies a torque time-domain signal to the powertrain center of mass in the vehicle suspension model to obtain a powertrain vibration result; and determines the suspension angle of the vehicle to be evaluated based on the powertrain vibration result. In this way, the vehicle suspension model of the vehicle to be evaluated is established based on the suspension parameter information of the vehicle to be evaluated. Then, by performing a simulation calculation of the torque time-domain signal applied at the powertrain center of mass, the powertrain vibration result is finally obtained. This allows the optimal suspension angle to be determined based on the powertrain vibration result to minimize vibration during use of the vehicle to be evaluated. Furthermore, the optimal suspension angle corresponding to the minimum vehicle vibration under idling and starting conditions can be obtained.

[0111] In one embodiment, the modeling module 20 is further used to determine powertrain information and suspension information based on the suspension parameter information; determine the center of mass, weight and inertia parameters of the vehicle to be evaluated based on the powertrain information; determine the suspension stiffness, suspension position and initial suspension angle of the vehicle to be evaluated based on the suspension information; and establish a vehicle suspension model corresponding to the vehicle to be evaluated based on the center of mass, the weight, the inertia parameters, the suspension stiffness, the suspension position and the initial suspension angle.

[0112] In one embodiment, the simulation module 30 is further used to determine a first output torque time domain signal of the engine starting process and a second output torque time domain signal of the engine idling process of the vehicle to be evaluated based on the torque time domain signal; and apply the first output torque time domain signal and the second output torque time domain signal to the center of mass of the powertrain in the vehicle suspension model respectively to obtain a powertrain vibration result.

[0113] In one embodiment, the selection module 40 is further used to determine the influence direction information of the suspension angle and the vibration degree of the vehicle to be evaluated based on the powertrain vibration results, taking the suspension angle as a variable; determining the optimal three-dimensional vibration amplitude of the assembly based on the powertrain vibration results, taking the z-direction angle of the suspension of the vehicle to be evaluated as a variable; and determining the suspension angle based on the influence direction and the optimal three-dimensional vibration amplitude of the assembly.

[0114] In one embodiment, the selection module 40 is further used to obtain the suspension influence factor of the vehicle to be evaluated, and a first change curve corresponding to the suspension angle; determine the first influence direction of each suspension influence factor on reducing the idle vibration of the vehicle to be evaluated, and the second influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated based on the first change curve, the suspension influence factor and the powertrain vibration result; and use the first influence direction and the second influence direction as influence direction information.

[0115] In one embodiment, the selection module 40 is further used to determine multiple z-direction angle combinations of the left side suspension and the right side suspension using the z-direction angle of the suspension of the vehicle to be evaluated as a variable; determine the three-dimensional vibration amplitude of the alternative assembly for each z-direction angle combination based on the powertrain vibration result; and select the optimal three-dimensional vibration amplitude of the optimal assembly from each alternative three-dimensional vibration amplitude.

[0116] In one embodiment, the selection module 40 is further used to obtain a change curve of the z-direction angle of the left side suspension of the vehicle to be evaluated as a second change curve; obtain a change curve of the z-direction angle of the right side suspension of the vehicle to be evaluated as a third change curve; and determine a plurality of z-direction angle combinations of the left side suspension and the right side suspension based on the second change curve and the third change curve.

[0117] It should be understood that the above is only an example and does not constitute any limitation to the technical solution of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any limitation on this.

[0118] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of it according to actual needs to achieve the purpose of the embodiment scheme, and no limitation is made here.

[0119] In addition, for technical details not fully described in this embodiment, reference can be made to the method for selecting the suspension angle of a longitudinal vehicle provided in any embodiment of the present invention, and will not be repeated here.

[0120] In addition, it should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0121] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0122] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, or of course by hardware, but in many cases the former is a better embodiment. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for enabling a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0123] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for selecting the suspension angle of a longitudinal vehicle, characterized in that: The method for selecting the suspension angle of a longitudinal vehicle type includes: Obtain the suspension parameter information of the vehicle to be evaluated; Establishing a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information; Applying a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result; determining a suspension angle of the vehicle to be evaluated according to the powertrain vibration result; Wherein, determining the suspension angle of the vehicle to be evaluated according to the powertrain vibration result includes: Taking the suspension angle as a variable, determining the influence direction information of the suspension angle and the vibration degree of the vehicle to be evaluated according to the powertrain vibration result; Determining the optimal three-axis vibration amplitude of the powertrain according to the powertrain vibration results, using the z-axis angle of the suspension of the vehicle to be evaluated as a variable; The suspension angle is determined according to the influencing direction and the optimal assembly three-way vibration amplitude.

2. The method according to claim 1, wherein The step of establishing a vehicle suspension model corresponding to the vehicle to be evaluated according to the suspension parameter information includes: determining powertrain information and suspension information according to the suspension parameter information; Determining the center of mass, weight, and inertia parameters of the vehicle to be evaluated based on the powertrain information; Determining the suspension stiffness, suspension position, and initial suspension angle of the vehicle to be evaluated based on the suspension information; A vehicle suspension model corresponding to the vehicle to be evaluated is established according to the center of mass, the weight, the inertia parameter, the suspension stiffness, the suspension position, and the initial suspension angle.

3. The method according to claim 1, wherein Applying a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result includes: Determine a first output torque time domain signal during an engine startup process and a second output torque time domain signal during an engine idling process of the vehicle to be evaluated according to the torque time domain signal; A first output torque time domain signal and a second output torque time domain signal are respectively applied to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result.

4. The method according to claim 1, wherein The method of determining the influence direction information of the suspension angle and the vibration degree of the vehicle to be evaluated based on the powertrain vibration result using the suspension angle as a variable includes: Obtaining a suspension influence factor of the vehicle to be evaluated and a first variation curve corresponding to the suspension angle; Determining, based on the first variation curve, the suspension influence factors, and the powertrain vibration result, a first influence direction of each suspension influence factor on reducing the idle vibration of the vehicle to be evaluated, and a second influence direction of each suspension influence factor on reducing the starting vibration of the vehicle to be evaluated; The first influencing direction and the second influencing direction are used as influencing direction information.

5. The method according to claim 1, wherein The method of determining the optimal three-axis vibration amplitude of the powertrain according to the powertrain vibration result using the z-axis angle of the suspension of the vehicle to be evaluated as a variable includes: Determining a plurality of z-angle combinations of left-side and right-side suspensions using the z-angle of the suspension of the vehicle to be evaluated as a variable; Determining the three-axis vibration amplitude of the alternative assembly for each z-axis angle combination based on the powertrain vibration result; The optimal three-directional vibration amplitude of the assembly is selected from the three-directional vibration amplitudes of the alternative assemblies.

6. The method according to claim 5, wherein The method of determining a plurality of z-angle combinations of the left side suspension and the right side suspension using the z-angle of the suspension of the vehicle to be evaluated as a variable includes: Obtaining a change curve of the z-direction angle of the left side suspension of the vehicle to be evaluated as a second change curve; Obtaining a change curve of the z-direction angle of the right side suspension of the vehicle to be evaluated as a third change curve; A plurality of z-direction angle combinations of the left-side suspension and the right-side suspension are determined according to the second variation curve and the third variation curve.

7. A device for selecting the suspension angle of a longitudinal vehicle, characterized in that: The device for selecting the suspension angle of a longitudinal vehicle type comprises: An acquisition module is used to obtain the suspension parameter information of the vehicle to be evaluated; A modeling module, configured to establish a vehicle suspension model corresponding to the vehicle to be evaluated based on the suspension parameter information; a simulation module for applying a torque time domain signal to the center of mass of the powertrain in the vehicle suspension model to obtain a powertrain vibration result; a selection module, configured to determine a suspension angle of the vehicle to be evaluated based on the powertrain vibration result; The selection module is further configured to use the suspension angle as a variable and determine, based on the powertrain vibration result, information on the influence direction of the suspension angle and the vibration level of the vehicle to be evaluated; Determining the optimal three-axis vibration amplitude of the powertrain according to the powertrain vibration results, using the z-axis angle of the suspension of the vehicle to be evaluated as a variable; The suspension angle is determined according to the influencing direction and the optimal assembly three-way vibration amplitude.

8. A device for selecting the suspension angle of a longitudinal vehicle, characterized in that: The device includes: a memory, a processor, and a longitudinal vehicle suspension angle selection program stored in the memory and executable on the processor, wherein the longitudinal vehicle suspension angle selection program is configured to implement the longitudinal vehicle suspension angle selection method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a suspension angle selection program for a longitudinal vehicle type. When the longitudinal vehicle type suspension angle selection program is executed by the processor, the suspension angle selection method for a longitudinal vehicle type according to any one of claims 1 to 6 is implemented.

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