A method, device and storage medium for automatically matching vehicle spring stabilizer bars

Abstract

The present invention discloses a method, device, and storage medium for automatically matching vehicle springs and stabilizer bars, belonging to the technical field of automobile matching methods. The matching method of the present invention is based on target frequency deviation, roll gradient, and wheel load transfer ratio to achieve automatic call, modification, and calculation of the vehicle model, and automatically processes and iterates the calculation results, thereby achieving one-click automatic matching of springs and stabilizer bars. The present invention replaces manual operation with a Matlab program, and achieves automatic matching calculation of springs and stabilizer bars through automatic call, modification, and calculation of the vehicle model, improving matching efficiency by more than 80%. At the same time, it iterative calculation of the matching results further improves the accuracy of the matching results. During the vehicle performance development stage, while improving matching accuracy, the matching efficiency is also greatly improved, saving development costs.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile matching methods, and in particular relates to a method, a device and a storage medium for automatic matching of a vehicle spring stabilizer bar. Background Art

[0002] With increasing competition in the domestic and international automotive markets, consumers are increasingly demanding a higher driving experience, placing higher demands on vehicle handling and ride quality. As key elastic components in a vehicle, springs and stabilizer bars play a crucial role in ensuring these performances. During vehicle performance development, multiple rounds of spring and stabilizer bar matching are required to ensure optimal handling and ride quality.

[0003] Prior art 1 discloses a lateral stabilizer bar roll stiffness matching test device. Patent 1 relates to a lateral stabilizer bar roll stiffness matching test device. When in use, the pressure of the working chambers of the two telescopic cylinders is controlled and maintained by a valve group, so that the telescopic cylinders can output the same force as the anti-roll force generated by the lateral stabilizer bar of the set specifications. When it is necessary to perform a matching test on lateral stabilizers with different roll stiffnesses, the working pressure of the working chambers of the telescopic cylinders can be adjusted by the valve group to enable them to generate anti-roll forces of different sizes, thereby completing the matching test on lateral stabilizers with different stiffnesses. The use of this lateral stabilizer bar roll stiffness matching test device avoids the need to replace lateral stabilizers with different stiffnesses, solving the problems of cumbersome operation and high matching test costs caused by this.

[0004] Prior art 2 also discloses a test bench, matching test system and method for automobile shock absorbers and leaf springs, wherein the matching test system includes: a test bench, a road condition simulation control device, and a coherence analysis device; the road condition simulation control device is used to control the action of the driving cylinder in the test bench according to a pre-stored road load spectrum; the coherence analysis device is used to receive the acceleration signal of the shock absorber sensed by the first sensor in the test bench and the acceleration signal of the leaf spring sensed by the second sensor, and perform coherence analysis on the acceleration signal of the leaf spring and the acceleration signal of the shock absorber, and when the result of the coherence analysis is less than a preset threshold, determine that the shock absorber and the leaf spring are matched.

[0005] The existing matching methods have the following defects:

[0006] 1. Traditional manual calculation and matching has problems such as low efficiency and prone to errors, which is not conducive to the development of vehicle performance;

[0007] Second, the method of prior art 1 is only applicable to the case of a physical vehicle or suspension system, and can only be used for stabilizer bar matching in the actual vehicle stage. It requires multiple matching on the actual vehicle, which is costly and time-consuming.

[0008] 3. The method of prior art 2 is only applicable to the performance matching between the leaf spring and the shock absorber, and does not involve the matching process at the vehicle level. Summary of the Invention

[0009] In order to overcome the problems of low efficiency and easy errors in calculation matching in the prior art, the present invention provides a method, device and storage medium for automatic matching of vehicle springs and stabilizer bars. The matching method of the present invention is based on the target frequency deviation, roll gradient and wheel load transfer ratio to realize automatic calling, modification and calculation of the vehicle model, and automatically processes and iterates the calculation results, thereby realizing one-click automatic matching of springs and stabilizer bars.

[0010] The present invention is achieved through the following technical solutions:

[0011] In a first aspect, the present invention provides a method for automatically matching a vehicle spring stabilizer bar, comprising the following steps:

[0012] Step 1: Input the target vehicle parameters, target offset frequency, roll gradient, and wheel load transfer ratio into the Matlab program. Also, import the target vehicle Adams model storage path into the Matlab program. Matlab calls the Adams Car software to automatically analyze the target vehicle model for parallel wheel hop and roll conditions, and extract relevant parameters based on the calculation results.

[0013] Step 2: Combine the target vehicle parameters and the calculated parameters in Step 1, calculate the theoretical spring stiffness at the target offset frequency using Matlab, modify the target vehicle model based on the theoretical spring stiffness, and perform a secondary parallel wheel hop analysis on the model after the modification is complete.

[0014] Step 3: Matlab reads the secondary parallel wheel jump analysis result file and extracts the corresponding result parameters. Based on the relevant parameters, the actual vehicle frequency deviation is calculated and compared with the target frequency deviation. If they are the same, the spring matching is completed.

[0015] Step 4: After spring matching is completed, the target vehicle parameters and the calculated parameters are combined to obtain the theoretical stabilizer bar diameter under the target roll gradient and wheel load transfer ratio. The model stabilizer bar diameter is then modified, and the model is analyzed for roll conditions.

[0016] Step 5: Extract relevant parameters from the roll condition analysis results to obtain the actual roll gradient and wheel load transfer ratio. Compare the actual roll gradient and wheel load transfer ratio with the theoretical values. If they are the same, the stabilizer bar is matched.

[0017] Step 6: Output the matching report of spring and stabilizer bar.

[0018] Furthermore, the target vehicle parameters described in step 1 include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; and the related parameters extracted based on the calculation results include suspension spring lever ratio, suspension bushing equivalent stiffness, suspension roll center height, front suspension roll stiffness, and roll camber gradient.

[0019] Furthermore, the theoretical spring stiffness at the target offset frequency described in step 2 is obtained by the following formula:

[0020]

[0021] Where f is the target suspension frequency, m is the sprung mass, Kt is the suspension tire radial stiffness, and R_spr is the spring lever ratio.

[0022] Furthermore, the corresponding result parameters extracted in step three include suspension vertical stiffness, chassis effective stiffness, and spring lever ratio.

[0023] Furthermore, in step 3, the actual vehicle frequency offset is compared with the target frequency offset. The specific comparison principles are as follows:

[0024] If the actual vehicle frequency offset is the same as the target frequency offset, the corresponding spring stiffness is output. If the actual vehicle frequency offset is different from the target frequency offset, the suspension spring lever ratio and suspension bushing equivalent stiffness, which are the relevant parameters extracted based on the calculation results in step 1, are updated. Steps 2 and 3 are repeated until the calculated actual vehicle frequency offset is equal to the target frequency offset, completing the spring matching.

[0025] Furthermore, the target vehicle parameters described in step 4 include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; and the calculated result parameters include suspension roll center height, suspension roll stiffness, and roll camber gradient.

[0026] Furthermore, the actual roll gradient and wheel load transfer ratio are compared with the theoretical values ​​in step 5. The specific comparison principles are as follows:

[0027] If the actual roll gradient and wheel load transfer ratio are the same as the theoretical values, the corresponding stabilizer bar diameter and related parameters are output. If the actual roll gradient and wheel load transfer ratio are different from the theoretical values, the corresponding parameters in step 4 are updated, and steps 4 and 5 are repeated until the calculated actual roll gradient and wheel load transfer ratio are equal to the theoretical values, completing the stabilizer bar matching.

[0028] In a second aspect, an embodiment of the present invention further provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a vehicle spring stabilizer bar automatic matching method as described in any one of the embodiments of the present invention is implemented.

[0029] In a third aspect, an embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle spring stabilizer bar automatic matching method as described in any one of the embodiments of the present invention.

[0030] Compared with the prior art, the advantages of the present invention are as follows:

[0031] The present invention provides a vehicle spring and stabilizer bar automatic matching method, device, and storage medium. Using a Matlab program instead of manual operations, the system automatically calls, modifies, and calculates the vehicle model to achieve automatic matching calculations for springs and stabilizer bars, improving matching efficiency by over 80%. Furthermore, iterative calculations of the matching results further enhance the accuracy of the matching results. During the vehicle performance development phase, this significantly improves matching efficiency while also enhancing matching accuracy, saving development costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly describes the drawings required for the specific embodiments or the description of the prior art. Similar elements or parts are generally identified by similar reference numerals throughout the drawings. Elements or parts in the drawings are not necessarily drawn to scale.

[0033] Figure 1 A schematic flow chart of a method for automatically matching a vehicle spring stabilizer bar according to the present invention;

[0034] Figure 2 This is a schematic structural diagram of an electronic device in Example 3 of the present invention. DETAILED DESCRIPTION

[0035] In order to clearly and completely describe the technical solution and specific working process of the present invention, the specific implementation methods of the present invention are as follows in conjunction with the accompanying drawings:

[0036] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0037] Example 1

[0038] like Figure 1 As shown, this embodiment provides a method for automatically matching a vehicle spring stabilizer bar, which specifically includes the following steps:

[0039] Step 1: Input the target vehicle parameters, target offset frequency, roll gradient, and wheel load transfer ratio into the Matlab program. Also, import the target vehicle Adams model storage path into the Matlab program. Matlab calls the Adams Car software to automatically analyze the target vehicle model for parallel wheel hop and roll conditions, and extract relevant parameters based on the calculation results.

[0040] The target vehicle parameters include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; the relevant parameters extracted based on the calculation results include suspension spring lever ratio, suspension bushing equivalent stiffness, suspension roll center height, front suspension roll stiffness, and roll camber gradient;

[0041] Step 2: Combine the target vehicle parameters and the calculated parameters in Step 1, calculate the theoretical spring stiffness at the target offset frequency using Matlab, modify the target vehicle model based on the theoretical spring stiffness, and perform a secondary parallel wheel hop analysis on the model after the modification is complete.

[0042] The theoretical spring stiffness at the target offset frequency described in step 2 is obtained by the following formula:

[0043]

[0044] Where f is the target frequency of the suspension, m is the sprung mass, Kt is the radial stiffness of the suspension tire, and R_spr is the spring lever ratio;

[0045] Step 3: Matlab reads the secondary parallel wheel hop analysis result file and extracts the corresponding result parameters, including the suspension vertical stiffness, chassis effective stiffness, and spring lever ratio. The actual vehicle frequency deviation is calculated based on these parameters and compared with the target frequency deviation. The specific comparison principles are as follows:

[0046] If the actual vehicle frequency offset is the same as the target frequency offset, the corresponding spring stiffness is output. If the actual vehicle frequency offset is different from the target frequency offset, the suspension spring lever ratio and suspension bushing equivalent stiffness, which are the relevant parameters extracted based on the calculation results in step 1, are updated. Steps 2 and 3 are repeated until the calculated actual vehicle frequency offset is equal to the target frequency offset, completing the spring matching.

[0047] Step 4: After spring matching is completed, the target vehicle parameters and the calculated parameters are combined to obtain the theoretical stabilizer bar diameter under the target roll gradient and wheel load transfer ratio. The model stabilizer bar diameter is then modified, and the model is analyzed for roll conditions.

[0048] The target vehicle parameters include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; the calculation result parameters include suspension roll center height, suspension roll stiffness, and roll camber gradient.

[0049] Step 5: Extract relevant parameters from the roll condition analysis results to obtain the actual roll gradient and wheel load transfer ratio. Compare the actual roll gradient and wheel load transfer ratio with the theoretical values. The specific comparison principles are as follows:

[0050] If the actual roll gradient and wheel load transfer ratio are the same as the theoretical values, the corresponding stabilizer bar diameter and related parameters are output. If the actual roll gradient and wheel load transfer ratio are different from the theoretical values, the corresponding parameters in step 4 are updated, and steps 4 and 5 are repeated until the calculated actual roll gradient and wheel load transfer ratio are equal to the theoretical values, completing the stabilizer bar matching.

[0051] Step 6: Output the matching report of spring and stabilizer bar.

[0052] Example 2

[0053] like Figure 1 As shown in FIG, a method for automatically matching a vehicle spring stabilizer bar according to this embodiment is described in detail, and specifically includes the following steps:

[0054] Step 1: A vehicle has a front axle load of 1200kg, a rear axle load of 1300kg, a front suspension unsprung mass of 140kg, a rear suspension unsprung mass of 150kg, a front tire radial stiffness of 300N / mm, a rear tire radial stiffness of 300N / mm, a vehicle center of mass height of 550mm, a wheelbase of 3000mm, a front track of 1670mm, and a rear track of 1670mm. The target offset frequencies of the front and rear suspensions are 1.2Hz and 1.3Hz, respectively. The target roll gradient is 4° / g, and the target wheel load transfer ratio is 0.52.

[0055] The above parameters were input into the MATLAB program, and the storage path of the ADAMS model of the vehicle was imported into the program; the Adams Car software was automatically called through the MATLAB program to perform parallel wheel hop and roll calculations on the model, and the calculation results were extracted to obtain relevant parameters: front suspension spring lever ratio 0.7, rear suspension lever ratio 0.6, front suspension bushing equivalent stiffness 9 N / mm, rear suspension bushing equivalent stiffness 12 N / mm, front suspension roll center height 40 mm, rear suspension roll center height 110 mm, front suspension roll stiffness 1400 Nm / deg, rear suspension roll stiffness 1100 Nm / deg, front roll camber gradient 0.7 deg / deg, rear roll camber gradient -0.6 deg / deg;

[0056] Step 2: Based on the suspension target offset frequency f, sprung mass m, suspension tire radial stiffness Kt, and spring lever ratio R_spr from Step 1, calculate the theoretical spring stiffnesses for the front and rear suspensions at the target offset frequencies using the following equations. The theoretical spring stiffnesses for the front suspension are 50 N / mm, and for the rear suspension are 88.9 N / mm. Modify the front and rear suspension stiffnesses in the vehicle Adams model to the corresponding theoretical spring stiffnesses, and perform the parallel wheel hop calculation again.

[0057]

[0058] Step 3: Use the Matlab program to extract the relevant parameters from the calculation results, and obtain the effective stiffness of the front suspension chassis to be 29.13N / mm, and the effective stiffness of the rear suspension chassis to be 38.36N / mm. According to the formula f = (K / M)^(1 / 2) / 2 / π, where M is the sprung mass and M is the axle load minus the unsprung mass, based on the front and rear axle sprung masses of the vehicle in step 1, the bias frequencies of the front and rear suspensions under the theoretical spring stiffness are 1.18Hz and 1.3Hz respectively; Comparing the actual offset frequency with the target offset frequency, the actual offset frequency of the front suspension is less than the target offset frequency, while the actual offset frequency of the rear suspension is the same as the target offset frequency. Therefore, the relevant parameters from the front suspension calculation results are extracted, and the front suspension spring lever ratio is found to be 0.7, and the front suspension bushing equivalent stiffness is 8.5 N / mm. Substituting these two parameters into step 2, the theoretical spring stiffness is obtained as 51 N / mm. Repeating step 3, the offset frequency is obtained at this spring stiffness to be 1.2 Hz, which is consistent with the target offset frequency, completing the spring matching process.

[0059] Step 4: After spring matching is complete, the theoretical stabilizer bar diameter is calculated based on the vehicle's front and rear axle loads, front and rear suspension unsprung masses, front and rear tire radial stiffness, vehicle center of mass height, wheelbase, front and rear track widths, as well as the vehicle's target roll gradient and wheel load transfer ratio. The front and rear stabilizer bar diameters are 28mm and 23mm, respectively. The front and rear stabilizer bar diameters in the vehicle model are modified to these theoretical diameters, and a roll analysis is performed.

[0060] Step 5: Extract the relevant parameters from the calculation results: the front suspension roll center height is 39mm, the rear suspension roll center height is 112mm, the front suspension roll stiffness is 1600N / mm, the rear suspension roll stiffness is 1200N / mm, the front roll camber gradient is 0.68deg / deg, and the rear roll camber gradient is -0.67deg / deg. Combined with the vehicle front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track in step 1, The calculation shows that the current vehicle roll gradient is 4 degrees / g, and the wheel load transfer ratio is 0.523. The actual roll gradient is the same as the target roll gradient, but the actual wheel load transfer ratio is greater than the target value. The suspension roll center height, suspension roll stiffness, and roll camber gradient values ​​in step 4 are updated and step 4 is repeated. The theoretical diameters of the front and rear suspension stabilizer bars are obtained to be 27.9 mm and 23.3 mm. Step 5 is repeated to obtain a roll gradient of 4 degrees / g and a wheel load transfer ratio of 0.52 under this stabilizer bar diameter. Both parameters are the same as the target values, and the stabilizer bar matching is completed.

[0061] Step 6: Automatically generate a spring and stabilizer bar matching report, outputting the matched front and rear spring stiffness and stabilizer bar diameter, as well as parameters such as suspension spring lever ratio under secondary spring stiffness and stabilizer bar diameter, suspension bushing equivalent stiffness, chassis effective stiffness, suspension roll center height, front suspension roll stiffness, and roll camber gradient.

[0062] Example 3

[0063] Figure 2 This is a structural diagram of a computer device in Example 3 of the present invention. Figure 2 A block diagram of an exemplary computer device 12 suitable for use in implementing embodiments of the present invention is shown. Figure 2 The computer device 12 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0064] like Figure 2 As shown, computer device 12 is implemented as a general-purpose computing device. Components of computer device 12 may include, but are not limited to, one or more processors or processing units 16, system memory 28, and a bus 18 that connects various system components (including system memory 28 and processing unit 16).

[0065] Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. Examples of these architectures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MAC) bus, an Enhanced ISA bus, a Video Electronics Standards Association (VESA) local bus, and a Peripheral Component Interconnect (PCI) bus.

[0066] The computer device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the computer device 12, including volatile and non-volatile media, removable and non-removable media.

[0067] System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache memory 32. Computer device 12 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 34 may be configured to read and write non-removable, non-volatile magnetic media ( Figure 2 Not shown, often called a "hard drive"). Although Figure 2Not shown, a magnetic disk drive for reading and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 via one or more data media interfaces. Memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of various embodiments of the present invention.

[0068] A program / utility 40 having a set (at least one) of program modules 42 may be stored, for example, in memory 28. Such program modules 42 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may include an implementation of a network environment. Program modules 42 generally perform the functions and / or methodologies of the embodiments described herein.

[0069] The computer device 12 can also communicate with one or more external devices 14 (e.g., a keyboard, a pointing device, a display 24, etc.), one or more devices that enable a user to interact with the computer device 12, and / or any device that enables the computer device 12 to communicate with one or more other computing devices (e.g., a network card, a modem, etc.). This communication can be performed via an input / output (I / O) interface 22. In addition, in the computer device 12 of this embodiment, the display 24 is not a separate entity, but is embedded in the mirror surface. When the display surface of the display 24 is not displayed, the display surface of the display 24 and the mirror surface are visually integrated. Furthermore, the computer device 12 can also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 20. As shown in the figure, the network adapter 20 communicates with other modules of the computer device 12 via a bus 18. It should be understood that although not shown in the figures, other hardware and / or software modules may be used in conjunction with the computer device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0070] The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28 , such as implementing a vehicle spring stabilizer bar automatic matching method provided by an embodiment of the present invention.

[0071] Example 4

[0072] Embodiment 4 of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, a method for automatically matching a vehicle spring stabilizer bar as provided in all the embodiments of the present application is implemented.

[0073] Any combination of one or more computer-readable media can be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or device.

[0074] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0075] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0076] Computer program code for performing the operations of the present invention may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0077] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all fall within the scope of protection of the present invention.

[0078] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further describe various possible combinations.

[0079] In addition, the various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A method for automatically matching a vehicle spring stabilizer bar, characterized in that: The specific steps include: Step 1: Input the target vehicle parameters, target offset frequency, roll gradient, and wheel load transfer ratio into the Matlab program. Also, import the target vehicle Adams model storage path into the Matlab program. Matlab calls the Adams Car software to automatically analyze the target vehicle model for parallel wheel hop and roll conditions, and extract relevant parameters based on the calculation results. Step 2: Combine the target vehicle parameters and the calculated parameters in Step 1, calculate the theoretical spring stiffness at the target offset frequency using Matlab, modify the target vehicle model based on the theoretical spring stiffness, and perform a secondary parallel wheel hop analysis on the model after the modification is complete. Step 3: Matlab reads the secondary parallel wheel jump analysis result file and extracts the corresponding result parameters. Based on the relevant parameters, the actual vehicle frequency deviation is calculated and compared with the target frequency deviation. If they are the same, the spring matching is completed. Step 4: After spring matching is completed, the target vehicle parameters and the calculated parameters are combined to obtain the theoretical stabilizer bar diameter under the target roll gradient and wheel load transfer ratio. The model stabilizer bar diameter is then modified, and the model is analyzed for roll conditions. Step 5: Extract relevant parameters from the roll condition analysis results to obtain the actual roll gradient and wheel load transfer ratio. Compare the actual roll gradient and wheel load transfer ratio with the theoretical values. If they are the same, the stabilizer bar is matched. Step 6: Output the matching report of spring and stabilizer bar.

2. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: The target vehicle parameters described in step 1 include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; the relevant parameters extracted based on the calculation results include suspension spring lever ratio, suspension bushing equivalent stiffness, suspension roll center height, front suspension roll stiffness, and roll camber gradient.

3. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: The theoretical spring stiffness at the target offset frequency described in step 2 is obtained by the following formula: Where f is the target suspension frequency, m is the sprung mass, Kt is the suspension tire radial stiffness, and R_spr is the spring lever ratio.

4. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: The corresponding result parameters extracted in step three include suspension vertical stiffness, chassis effective stiffness, and spring lever ratio.

5. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: In step 3, the actual vehicle frequency offset is compared with the target frequency offset. The specific comparison principles are as follows: If the actual vehicle frequency offset is the same as the target frequency offset, the corresponding spring stiffness is output. If the actual vehicle frequency offset is different from the target frequency offset, the suspension spring lever ratio and suspension bushing equivalent stiffness, which are the relevant parameters extracted based on the calculation results in step 1, are updated. Steps 2 and 3 are repeated until the calculated actual vehicle frequency offset is equal to the target frequency offset, completing the spring matching.

6. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: The target vehicle parameters described in step 4 include the vehicle's front axle load, rear axle load, front suspension unsprung mass, rear suspension unsprung mass, front tire radial stiffness, rear tire radial stiffness, vehicle center of mass height, wheelbase, front track, and rear track; the calculated result parameters include suspension roll center height, suspension roll stiffness, and roll camber gradient.

7. The method for automatically matching a vehicle spring stabilizer bar according to claim 1, wherein: In step 5, the actual roll gradient and wheel load transfer ratio are compared with the theoretical values. The specific comparison principles are as follows: If the actual roll gradient and wheel load transfer ratio are the same as the theoretical values, the corresponding stabilizer bar diameter and related parameters are output. If the actual roll gradient and wheel load transfer ratio are different from the theoretical values, the corresponding parameters in step 4 are updated, and steps 4 and 5 are repeated until the calculated actual roll gradient and wheel load transfer ratio are equal to the theoretical values, completing the stabilizer bar matching.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for automatically matching a vehicle spring stabilizer bar according to any one of claims 1 to 7 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, wherein when the program is executed by a processor, the method for automatically matching a vehicle spring stabilizer bar according to any one of claims 1 to 7 is implemented.

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