Design method and related equipment for vehicle air pump bracket
By optimizing the modal frequency and dynamic stiffness at the mounting point of the air pump bracket and analyzing the origin transfer function, an air pump bracket with good modal performance and deformation resistance was designed, which solved the vibration and noise problems in the air suspension system and improved the vehicle's NVH performance and user experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- VOYAH AUTOMOBILE TECH CO LTD
- Filing Date
- 2023-01-07
- Publication Date
- 2026-06-02
Smart Images
Figure CN116127602B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive design technology, and in particular to a design method and related equipment for an air pump bracket for a vehicle. Background Technology
[0002] In pursuit of greater comfort and improved chassis adjustability, air suspension is increasingly being used in vehicles. However, during vehicle operation, it has been observed that in some vehicles equipped with air suspension, the air pump of the air suspension system is typically directly connected to the vehicle body. This causes the air pump to vibrate and generate noise, negatively impacting the driver's and passengers' perception of vibration and noise, resulting in a poor user experience and hindering the improvement of the vehicle's NVH (Noise, Vibration, Harshness) performance. Summary of the Invention
[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.
[0004] Therefore, a first aspect of the present invention provides a method for designing an air pump bracket for a vehicle.
[0005] A second aspect of the present invention provides a design device for an air pump bracket for a vehicle.
[0006] A third aspect of the present invention provides an electronic device.
[0007] A fourth aspect of the present invention provides a storage medium.
[0008] In view of this, a method for designing an air pump bracket for a vehicle is proposed according to a first aspect of the embodiments of this application, comprising:
[0009] Establish an initial air pump bracket model for the vehicle. The initial air pump bracket model is a plate-shaped structure model.
[0010] Using the modal frequency and dynamic stiffness of the mounting point of the air pump bracket as optimization constraints, the initial air pump bracket model is morphologically optimized to determine the first air pump bracket model.
[0011] An origin transfer function analysis was performed on the first air pump support model. Based on the results of the origin transfer function analysis, the structural parameters of the first air pump support model were adjusted to determine the second air pump support model.
[0012] Based on the second air pump bracket model, the structural parameters of the vehicle's air pump bracket are determined.
[0013] In one feasible implementation, the modal frequencies and dynamic stiffness of the mounting point of the air pump bracket are used as optimization constraints to perform morphological optimization on the initial air pump bracket model, thereby determining the first air pump bracket model, including:
[0014] The first optimization constraint is to determine that the modal frequency of the air pump bracket is greater than a preset frequency threshold.
[0015] The second optimization constraint condition is that the dynamic stiffness of the air pump bracket mounting point is greater than the preset dynamic stiffness threshold.
[0016] The optimization objective is to minimize the mass of the air pump bracket.
[0017] Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the structural parameters of the initial air pump support model are optimized to determine the first air pump support model.
[0018] In one feasible implementation, the structural parameters of the initial air pump support model are optimized based on the first optimization constraint, the second optimization constraint, and the optimization objective to determine the first air pump support model, including:
[0019] Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the plate thickness and rib parameters of the initial air pump support model are optimized.
[0020] Based on the optimization results, the optimized model for the air pump bracket was determined;
[0021] Modal verification and dynamic stiffness verification at the mounting point were performed on the optimized model of the air pump bracket.
[0022] If the modal frequency of the optimized air pump bracket model is greater than a preset frequency threshold and the dynamic stiffness of the mounting point of the optimized air pump bracket model is greater than a preset dynamic stiffness threshold, a rounding operation is performed on the optimized air pump bracket model to determine the first air pump bracket model.
[0023] In one feasible implementation, an origin transfer function analysis is performed on the first air pump support model to adjust the structural parameters of the first air pump support model based on the results of the origin transfer function analysis, thereby determining the second air pump support model, including:
[0024] Obtain the initial TB model of the vehicle, which includes the initial air pump bracket model;
[0025] Replace the initial air pump bracket model of the initial TB model with the first air pump bracket model to determine the origin transfer function analysis model;
[0026] Based on the origin transfer function analysis model, the origin transfer function analysis is performed on the first air pump bracket model.
[0027] Based on the analysis results of the origin transfer function, the structural parameters of the first air pump support model are adjusted to determine the second air pump support model.
[0028] In one feasible implementation, the structural parameters of the first air pump support model are adjusted based on the origin transfer function analysis results to determine the second air pump support model, including:
[0029] Based on the analysis results of the origin transfer function, the origin transfer function curve of the first air pump bracket model is established;
[0030] Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0031] Obtain the operating frequency of the vehicle's air pump;
[0032] Determine the frequency difference between the peak excitation frequency and the operating frequency;
[0033] If the frequency difference is greater than the preset difference, the second air pump bracket model is determined based on the first air pump bracket model.
[0034] If the frequency difference is less than or equal to the preset difference, increase the number of mounting points of the first air pump bracket model.
[0035] In one feasible implementation, the structural parameters of the first air pump support model are adjusted based on the origin transfer function analysis results to determine the second air pump support model, including:
[0036] Based on the analysis results of the origin transfer function, the origin transfer function curve of the first air pump bracket model is established;
[0037] Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0038] Obtain the operating frequency of the vehicle's air pump;
[0039] Determine the frequency difference between the peak excitation frequency and the operating frequency;
[0040] If the frequency difference is greater than the preset difference, the second air pump bracket model is determined based on the first air pump bracket model.
[0041] If the frequency difference is less than or equal to the preset difference, increase the plate thickness of the first air pump bracket model.
[0042] In one feasible implementation, the preset difference is greater than or equal to 2Hz.
[0043] A second aspect of the present application discloses a vehicle air pump bracket design device, comprising:
[0044] The module is used to create the initial air pump bracket model of the vehicle. The initial air pump bracket model is a plate-shaped structure model.
[0045] The first determining module is used to optimize the morphology of the initial air pump bracket model using the modal frequency and dynamic stiffness of the mounting point as optimization constraints, so as to determine the first air pump bracket model.
[0046] The second determining module is used to perform origin transfer function analysis on the first air pump support model, so as to adjust the structural parameters of the first air pump support model according to the origin transfer function analysis results and determine the second air pump support model.
[0047] The third determining module is used to determine the structural parameters of the vehicle's air pump bracket based on the second air pump bracket model.
[0048] According to a third aspect of the embodiments of this application, a storage medium is provided, the storage medium including a stored program, wherein, when the program is running, the device where the storage medium is located is controlled to execute the vehicle air pump bracket design method as proposed in any of the first aspects above.
[0049] According to a fourth aspect of the embodiments of this application, an electronic device is provided, the electronic device including at least one processor and at least one memory connected to the processor, wherein the processor is used to call program instructions in the memory to execute the vehicle air pump bracket design method as proposed in any of the first aspects above.
[0050] Compared with the prior art, the present invention has at least the following beneficial effects: The vehicle air pump bracket design method provided in this application establishes an initial air pump bracket model of the vehicle, and optimizes the morphology of the initial air pump bracket model using the modal frequency and dynamic stiffness of the mounting point as optimization constraints to determine a first air pump bracket model. This ensures that the air pump bracket corresponding to the first air pump bracket model has good modal performance and deformation resistance, reduces the possibility of excited vibration of the air pump bracket, reduces the vibration amplitude of the air pump bracket, improves the vibration of the air pump bracket during air pump operation, avoids large-scale vibration of the vehicle body caused by severe vibration of the air pump bracket, and can utilize the connection relationship between the air pump bracket, the air pump, and the vehicle body structure to achieve control of the air pump. Vibration isolation is achieved by performing origin transfer function analysis on the first air pump bracket model. Based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model. Then, based on the second air pump bracket model, the structural parameters of the vehicle's air pump bracket are determined, reducing the possibility of resonance of the air pump bracket under external excitation. This provides further assurance for the vibration isolation effect of the air pump bracket and facilitates the establishment of a connection between the air pump of the air suspension system and the vehicle body structure in practical applications. This weakens the vibration impact of the air pump operation on the vehicle body, reduces vehicle body vibration and in-vehicle noise caused by the air pump operation, improves the vibration and noise perception of the driver and passengers, and enhances the user experience of the vehicle. Attached Figure Description
[0051] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:
[0052] Figure 1 A schematic flowchart illustrating a vehicle air pump bracket design method according to an embodiment of this application;
[0053] Figure 2 A schematic structural block diagram of a vehicle air pump bracket design device according to an embodiment of this application;
[0054] Figure 3 A schematic structural block diagram of a storage medium according to an embodiment of this application;
[0055] Figure 4 A schematic structural block diagram of an electronic device according to an embodiment of this application. Detailed Implementation
[0056] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.
[0057] like Figure 1 As shown, a method for designing an air pump bracket for a vehicle is proposed according to a first aspect of an embodiment of this application, comprising:
[0058] Step S101: Establish the initial air pump bracket model of the vehicle. The initial air pump bracket model is a plate-shaped structure model.
[0059] Specifically, in the process of designing the air pump bracket for a vehicle, an initial air pump bracket model can be established. It should be noted that the air pump bracket can be a plate-like structure to provide stable and reliable support for the air pump. Thus, the initial air pump bracket model can be a plate-like structure model.
[0060] Understandably, in practical applications, the installation location of the air pump bracket can be determined based on the spatial layout of the vehicle body. The air pump bracket is installed on a vehicle body structure with high strength and rigidity to facilitate the connection between the air pump and the aforementioned vehicle body structure. The structural parameters of the initial air pump bracket model can be determined based on the dimensions of the air pump and the dimensions of the aforementioned vehicle body structure. For example, in practical applications, the air pump bracket can be connected to the rear longitudinal beam of the vehicle, and the air pump of the air suspension system can be mounted on the air pump bracket, connecting to the rear longitudinal beam of the vehicle to achieve air pump assembly.
[0061] Understandably, in terms of structure, the initial air pump support model can be a plate-like model with a smooth surface, so that structural features such as ribbed structures, rounded corner structures, chamfered structures, etc. can be added to the initial air pump support model; in terms of type, the initial air pump support model can be a CAE (Computer Aided Engineering) model, so that relevant mechanical analysis, structural analysis and other related analyses can be performed during the design process.
[0062] Step S102: Using the modal frequency and dynamic stiffness of the mounting point of the air pump bracket as optimization constraints, perform morphological optimization on the initial air pump bracket model to determine the first air pump bracket model;
[0063] Specifically, in the design of the air pump bracket for a vehicle, the modal frequency and dynamic stiffness of the mounting point of the air pump bracket can be used as optimization constraints to optimize the morphology of the initial air pump bracket model. This adjusts the structural shape of the air pump bracket corresponding to the initial model, thereby changing the modal frequency and dynamic stiffness of the mounting point. The optimized first air pump bracket model then meets the modal frequency and dynamic stiffness requirements, improving the modal performance and installation stability of the air pump bracket, and enhancing the deformation resistance at the mounting point. Consequently, when determining the structural parameters of the air pump bracket based on the first model, the possibility of excited vibration of the air pump bracket can be reduced, and the vibration amplitude can be decreased. During air pump operation, the vibration of the air pump bracket can be improved, avoiding large-scale vehicle body vibration caused by severe vibration of the air pump bracket. The connection between the air pump bracket, the air pump, and the vehicle body structure can be used to isolate the air pump, which helps reduce in-vehicle noise, improves the user experience, and enhances the reliability of the air pump bracket's support for the air pump, as well as strengthening the connection stability between the air pump bracket and the vehicle body.
[0064] It should be noted that, taking the air pump bracket connected to the rear longitudinal beam of the vehicle as an example, the aforementioned mounting points include a first mounting point for the air pump bracket to connect to the rear longitudinal beam and a second mounting point for the air pump bracket to connect to the air pump. In conjunction with the above, the first mounting point and the second mounting point can be determined in the process of determining the installation position of the air pump bracket, taking into account the structural parameters of the rear longitudinal beam and the air pump, as well as the installation position of the air pump bracket. No further limitations are imposed here.
[0065] It should be noted that during the morphological optimization of the initial air pump bracket model, the optimization objective can be selected in conjunction with other vehicle performance requirements. For example, if there is a requirement for vehicle lightweighting, the optimization objective can be minimizing the mass of the air pump bracket to ensure that the mass of the air pump bracket corresponding to the first air pump bracket model is as low as possible. If there is a requirement for vehicle miniaturization or space utilization, the optimization objective can be minimizing the volume of the air pump bracket to ensure that the volume of the air pump bracket corresponding to the first air pump bracket model is as small as possible, reducing the space occupied by the air pump bracket and facilitating the arrangement of other vehicle components. Multiple objectives can also be set simultaneously during the optimization process to perform multi-objective morphological optimization of the air pump bracket. In addition, the requirements for minimizing the material cost of the air pump bracket and simplifying the processing technology of the air pump bracket can also be used as optimization objectives. Therefore, the optimization objectives in the aforementioned morphological optimization process are not subject to many restrictions here.
[0066] Understandably, the first air pump bracket model obtained under different optimization objectives should meet the modal frequency requirements and dynamic stiffness requirements of the air pump bracket, thereby reducing the possibility of excited vibration of the air pump bracket, improving the deformation resistance of the air pump bracket, reducing the vibration amplitude of the air pump bracket, and improving the NVH level of the vehicle while meeting other performance requirements of the vehicle.
[0067] Step S103: Perform origin transfer function analysis on the first air pump support model, and adjust the structural parameters of the first air pump support model according to the results of the origin transfer function analysis to determine the second air pump support model;
[0068] Specifically, given a first air pump bracket model, an origin transfer function analysis can be performed on it to determine the vibration response characteristics of the air pump bracket at different excitation frequencies. It is understood that when performing the origin transfer function analysis on the first air pump bracket model, the aforementioned origin is the mounting point of the air pump bracket, such as the first and second mounting points. This means performing the origin transfer function analysis on the mounting point of the first air pump bracket model, thus facilitating an understanding of the vibration amplitude or intensity at the mounting point of the air pump bracket corresponding to the first air pump bracket model at different excitation frequencies. Based on the origin transfer function analysis results, the structural parameters of the first air pump bracket model can be further adjusted to determine a second air pump bracket model. This reduces the possibility of resonance in the air pump bracket corresponding to the second air pump bracket model at different excitation frequencies, further improving the vibration of the air pump bracket under external excitation, weakening the vibration impact of the air pump bracket on the vehicle structure, improving the vibration isolation effect of the air pump bracket, reducing vehicle vibration and in-vehicle noise caused by air pump operation, improving the user experience of the vehicle, and enhancing the support stability and reliability of the air pump bracket for the air pump.
[0069] Understandably, when performing origin transfer function analysis on the first air pump bracket model, the range of excitation frequencies generated by the air pump on the air pump bracket during operation can be determined based on the connection relationship between the air pump and the air pump bracket. This range of excitation frequencies then determines the analysis frequency range for the origin transfer function analysis, allowing the analysis results to more specifically reflect the vibration response characteristics of the air pump bracket during air pump operation. Furthermore, the analysis frequency range used in the origin transfer function analysis of the first air pump bracket model can also be set in conjunction with external excitation frequencies such as the vehicle's road surface excitation frequency and engine excitation frequency. Additionally, the origin transfer function analysis of the first air pump bracket model can be performed independently or connected to both the vehicle body model and the air pump model for analysis.
[0070] Step S104: Determine the structural parameters of the vehicle's air pump bracket based on the second air pump bracket model.
[0071] Specifically, given the second air pump bracket model, the structural parameters of the corresponding air pump bracket can be determined based on it. It can be understood that the second air pump bracket model is obtained by adjusting the structural parameters of the first air pump bracket model based on the origin transfer function analysis results. Therefore, the air pump bracket corresponding to the second air pump bracket model can possess good modal performance and dynamic stiffness at the mounting point, while also greatly minimizing the possibility of resonance under external vibration excitation. This reduces vehicle body vibration and in-vehicle noise caused by air pump operation, improves the vibration and noise perception of the driver and passengers, and enhances the user experience of the vehicle.
[0072] It should be noted that the air pump bracket designed based on the vehicle air pump bracket design method provided in this application embodiment can be used as a component of the vehicle's air suspension system. In addition, for vehicle models with relatively large bodies and relatively weak body rigidity, such as MPV models, air suspension is often preferred to improve the vehicle's chassis adjustability. Furthermore, due to the relatively weak body rigidity of MPV models, they are more susceptible to the generation of in-vehicle noise caused by the operation of the air pump. Therefore, the air pump bracket designed based on the vehicle air pump bracket design method provided in this application embodiment has good applicability to MPV models that use air suspension.
[0073] In summary, the vehicle air pump bracket design method provided in this application establishes an initial air pump bracket model for the vehicle. Using the modal frequency and dynamic stiffness of the air pump bracket as optimization constraints, the initial air pump bracket model is morphologically optimized to determine a first air pump bracket model. This ensures that the air pump bracket corresponding to the first air pump bracket model possesses good modal performance and deformation resistance, reducing the possibility of excited vibration of the air pump bracket and decreasing the vibration amplitude. During air pump operation, this method improves the vibration of the air pump bracket, preventing significant vehicle body vibration caused by severe vibration of the air pump bracket. It also utilizes the connection between the air pump bracket, the air pump, and the vehicle body structure to achieve vibration isolation for the air pump and to improve the vibration of the first air pump bracket. An origin transfer function analysis is performed on the air pump bracket model. Based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model. Then, based on the second air pump bracket model, the structural parameters of the vehicle's air pump bracket are determined. This reduces the possibility of resonance in the air pump bracket under external excitation, providing further assurance for the vibration isolation effect of the air pump bracket. In practical applications, the air pump bracket can be used to establish a connection between the air pump of the air suspension system and the vehicle body structure, thereby weakening the vibration impact of the air pump operation on the vehicle body, reducing vehicle body vibration and in-vehicle noise caused by the air pump operation, improving the vibration and noise perception of the driver and passengers, and enhancing the user experience of the vehicle.
[0074] In some examples, the modal frequencies and dynamic stiffness of the mounting point of the air pump bracket are used as optimization constraints to perform morphological optimization on the initial air pump bracket model to determine the first air pump bracket model, including:
[0075] The first optimization constraint is to determine that the modal frequency of the air pump bracket is greater than a preset frequency threshold.
[0076] The second optimization constraint condition is that the dynamic stiffness of the air pump bracket mounting point is greater than the preset dynamic stiffness threshold.
[0077] The optimization objective is to minimize the mass of the air pump bracket.
[0078] Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the structural parameters of the initial air pump support model are optimized to determine the first air pump support model.
[0079] Specifically, in the process of optimizing the morphology of the initial air pump support model to determine the first air pump support model, using the modal frequency and dynamic stiffness of the mounting point as optimization constraints, the modal frequency of the air pump support being greater than a preset frequency threshold can be used as the first optimization constraint, and the dynamic stiffness of the mounting point of the air pump support being greater than a preset dynamic stiffness threshold can be used as the second optimization constraint. With minimizing the mass of the air pump support as the optimization objective, the structural parameters of the initial air pump support model are optimized to determine the first air pump support model. This ensures that the modal frequency of the air pump support corresponding to the first air pump support model is greater than the preset frequency threshold, thereby reducing the possibility of excited vibration of the air pump support and preventing the air pump support... The air pump bracket generates significant vibrations under the excitation of the air pump, improving the vibration isolation effect of the air pump bracket. On the other hand, it can make the dynamic stiffness of the mounting point of the air pump bracket corresponding to the first air pump bracket model greater than the preset dynamic stiffness threshold, thereby reducing the possibility of significant vibration when the air pump bracket is subjected to dynamic load at the mounting point, further enhancing the vibration isolation effect of the air pump bracket, ensuring the reliability of the air pump bracket's support for the air pump, and improving the connection stability between the air pump bracket and the vehicle body structure. Furthermore, it can make the mass of the air pump bracket corresponding to the first air pump bracket model relatively low, so as to improve the vehicle's lightweight level, save energy consumption during vehicle operation, and further improve the user experience of the vehicle.
[0080] Understandably, the aforementioned preset frequency threshold and preset dynamic stiffness threshold can be set based on the modal frequencies of the vehicle body structure and the dynamic stiffness of the connection points of vehicles with similar structures that do not suffer from vibration and noise problems caused by the operation of the air pump. Here, the vehicle body structure refers to the vehicle body structure connected to the air pump in the aforementioned vehicle, and the aforementioned dynamic stiffness of the connection points is the dynamic stiffness of the connection points of the vehicle body structure used to connect to the air pump. Alternatively, the preset frequency threshold can be set based on the excitation frequency applied to the air pump bracket during air pump operation.
[0081] In some examples, the structural parameters of the initial air pump support model are optimized based on the first optimization constraint, the second optimization constraint, and the optimization objective to determine the first air pump support model, including:
[0082] Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the plate thickness and rib parameters of the initial air pump support model are optimized.
[0083] Based on the optimization results, the optimized model for the air pump bracket was determined;
[0084] Modal verification and dynamic stiffness verification at the mounting point were performed on the optimized model of the air pump bracket.
[0085] If the modal frequency of the optimized air pump bracket model is greater than a preset frequency threshold and the dynamic stiffness of the mounting point of the optimized air pump bracket model is greater than a preset dynamic stiffness threshold, a rounding operation is performed on the optimized air pump bracket model to determine the first air pump bracket model.
[0086] Specifically, in the process of optimizing the structural parameters of the initial air pump support model according to the first optimization constraint, the second optimization constraint, and the optimization objective, and determining the first air pump support model, the plate thickness and rib parameters of the initial air pump support model can be optimized according to the aforementioned first optimization constraint, second optimization constraint, and optimization objective. For plate-shaped components, adjusting the plate thickness and rib parameters can more efficiently change the modal frequency of the plate, thereby improving the modal performance of the air pump support, reducing the possibility of strong vibration of the air pump support under the influence of the air pump, and helping to change the stiffness of the air pump support, improving the deformation resistance of the air pump support, facilitating the adjustment of the dynamic stiffness of the installation point of the air pump support, reducing the vibration amplitude of the air pump support under the influence of the air pump, and thus obtaining optimization results more efficiently and reliably in the morphology optimization process, improving the morphology optimization efficiency, and determining the optimized air pump support model based on the optimization results.
[0087] Understandably, considering the foregoing, if the initial air pump bracket model is a smooth plate-like model, meaning that no ribs have been designed on the surface of the initial air pump bracket model, then the rib design process can be integrated into the morphology optimization process, completing the rib design work for the air pump bracket simultaneously with the optimization. It should be noted that the optimized air pump bracket model includes the plate body and the ribs located on the plate body. The rib parameters include, but are not limited to, rib location, rib width, rib height, and draft angle; the plate thickness refers to the thickness of the plate body.
[0088] Furthermore, modal verification and installation point dynamic stiffness verification can be performed on the optimized air pump bracket model to ensure that the air pump bracket corresponding to the optimized model meets the aforementioned first and second optimization constraints. This ensures that the air pump bracket corresponding to the optimized model achieves improved modal performance and deformation resistance. Thus, if the modal frequency of the optimized air pump bracket model is greater than a preset frequency threshold and the installation point dynamic stiffness of the optimized air pump bracket model is greater than a preset dynamic stiffness threshold, it indicates that the optimized air pump bracket has good modal performance and deformation resistance. Subsequently, rounding operations are performed on the optimized air pump bracket model to make minor structural modifications to the air pump bracket, improve the design completion of the air pump bracket, and determine the first air pump bracket model, which is convenient for guiding the subsequent actual processing of the air pump bracket based on the first air pump bracket model.
[0089] It is understandable that the aforementioned modal verification and installation point dynamic stiffness verification are to respectively verify the modal frequency and installation point dynamic stiffness of the air pump bracket optimization model, and compare the relationship between the modal frequency of the air pump bracket optimization model and the preset frequency threshold, as well as the relationship between the installation point dynamic stiffness of the air pump bracket optimization model and the preset dynamic stiffness threshold.
[0090] Understandably, if the modal frequency of the optimized air pump bracket model is less than or equal to a preset frequency threshold or the dynamic stiffness of the mounting point of the optimized air pump bracket model is less than or equal to a preset dynamic stiffness threshold, the initial optimized air pump bracket model can be re-optimized, the optimized air pump bracket model can be redefined, and modal verification and mounting point dynamic stiffness verification can be performed again until the modal frequency of the optimized air pump bracket model is greater than the preset frequency threshold and the dynamic stiffness of the mounting point of the optimized air pump bracket model is greater than the preset dynamic stiffness threshold.
[0091] It is understandable that the optimized model of the air pump bracket includes a plate body and a ribbed part located on the plate body. When performing the rounding operation, both the plate body and the ribbed part can be rounded.
[0092] In some examples, an origin transfer function analysis is performed on the first air pump bracket model to adjust its structural parameters based on the analysis results, thereby determining the second air pump bracket model. This includes:
[0093] Obtain the initial TB model of the vehicle, which includes the initial air pump bracket model;
[0094] Replace the initial air pump bracket model of the initial TB model with the first air pump bracket model to determine the origin transfer function analysis model;
[0095] Based on the origin transfer function analysis model, the origin transfer function analysis is performed on the first air pump bracket model.
[0096] Based on the analysis results of the origin transfer function, the structural parameters of the first air pump support model are adjusted to determine the second air pump support model.
[0097] Specifically, in the process of performing origin transfer function analysis on the first air pump bracket model, adjusting the structural parameters of the first air pump bracket model based on the results of the origin transfer function analysis, and determining the second air pump bracket model, the initial TB model of the vehicle can be obtained. It can be understood that the TB model of the vehicle refers to the model of the remaining part after the whole vehicle is disconnected from the soft connection (spring, bushing) and the powertrain and chassis system are removed. TB usually includes the body-in-white, four doors and two hoods, seat system, interior system, steering system, subframe and electronic and electrical system, etc. That is, the TB model is a body model with interior. It should be noted that the initial TB model includes the aforementioned initial air pump bracket model.
[0098] Furthermore, the initial air pump bracket model in the initial TB model is replaced with the first air pump bracket model. The origin transfer function analysis model of the air pump bracket is determined. Based on this model, origin transfer function analysis is performed on the first air pump bracket model to determine its vibration response at the mounting point under different excitation frequencies. This provides a reference for further adjustment of the air pump bracket's structural parameters. Additionally, other vehicle component models in the TB model can provide structural constraints for the first air pump bracket model, thereby improving the realism and reliability of the origin transfer function analysis results.
[0099] The reliability is good, and it is convenient to adjust the structural parameters of the first air pump support model based on the analysis results of the origin transfer function. The second air pump support model is determined, which helps to reduce the possibility of resonance or strong vibration of the air pump support corresponding to the second air pump support model under external excitation.
[0100] It is understandable that the initial TB model may include an air pump model. In conjunction with the foregoing, the air pump model is connected to the first air pump bracket model. Taking the connection of the air pump bracket to the rear longitudinal beam of the vehicle as an example, the first air pump...
[0101] The support model is connected to the rear longitudinal beam of the vehicle; when performing origin transfer function analysis on the first air pump support model, the mass factor of the air pump can be introduced to make the origin transfer function analysis more realistic, and the first
[0102] The connection relationship at the installation point of the air pump bracket model can be set according to the connection method in the actual application, such as bolt connection, flexible suspension connection, etc.
[0103] In some examples, based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model, including:
[0104] 5. Based on the analysis results of the origin transfer function, establish the origin transfer function curve of the first air pump support model;
[0105] Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0106] Obtain the operating frequency of the vehicle's air pump;
[0107] Determine the frequency difference between the peak excitation frequency and the operating frequency;
[0108] If the frequency difference is greater than the preset difference, the second air pump bracket model is determined based on the first air pump bracket model.
[0109] If the frequency difference is less than or equal to the preset difference, increase the number of mounting points of the first air pump bracket model.
[0110] Specifically, in the process of adjusting the structural parameters of the first air pump support model based on the origin transfer function analysis results to determine the second air pump support model, the origin transfer function curve of the first air pump support model can be established based on the origin transfer function analysis results. The origin transfer function curve can more intuitively reflect the vibration response of the air pump support corresponding to the first air pump support model when subjected to different excitation frequencies at the installation point. It can be understood that the origin transfer function curve can be used to reflect the correspondence between vibration acceleration and excitation frequency. That is, the horizontal axis of the origin transfer function curve of the first air pump support model can be the excitation frequency at the installation point, and the vertical axis of the origin transfer function curve of the first air pump support model can be the vibration acceleration of the first air pump support model.
[0111] It is understandable that the greater the vibration acceleration, the more violent the vibration, and the greater the vibration intensity; the smaller the vibration acceleration, the smoother the vibration, and the smaller the vibration intensity.
[0112] Furthermore, the peak value of the origin transfer function curve can be determined. It can be understood that the peak value of the origin transfer function curve is also the maximum value of the vibration acceleration of the first air pump bracket model in the origin transfer function curve. Accordingly, the peak excitation frequency corresponding to the aforementioned peak value can be determined. At the same time, the operating frequency of the vehicle's air pump can be obtained. It can be understood that the aforementioned operating frequency is also the excitation frequency generated by the air pump on the air pump bracket when the air pump is running.
[0113] If the frequency difference is greater than the preset difference, it indicates that the aforementioned peak excitation frequency reliably avoids the operating frequency of the air pump. The air pump bracket corresponding to the first air pump bracket model is not likely to generate strong vibration or resonance under the influence of the air pump operation. Therefore, the first air pump bracket model can be determined as the second air pump bracket model without modifying the structural parameters of the first air pump bracket model. This also facilitates the determination of the structural parameters of the air pump bracket based on the second air pump bracket model in the subsequent design process.
[0114] If the frequency difference is less than or equal to the preset difference, it indicates that the aforementioned peak excitation frequency is close to the operating frequency of the air pump. The air pump bracket corresponding to the first air pump bracket model is prone to strong vibration or resonance under the influence of the air pump's operation. Therefore, the number of mounting points of the first air pump bracket model can be increased to improve the connection strength and rigidity between the air pump bracket and the vehicle structure and the air pump, enhance the modal performance of the air pump bracket, change the vibration characteristics of the air pump bracket, and cause the aforementioned peak excitation frequency to shift in position in the origin transfer function curve, further avoiding the operating frequency of the air pump, until the aforementioned frequency difference is greater than the preset difference.
[0115] It is understandable that, in conjunction with the foregoing, taking the air pump bracket used to connect to the rear longitudinal beam of a vehicle as an example, the aforementioned increase in the number of mounting points on the first air pump bracket model means increasing the number of first mounting points on the first air pump bracket model for connecting to the rear longitudinal beam; and / or increasing the number of second mounting points on the first air pump bracket model for connecting the air pump. The positional distribution of the multiple first mounting points can be determined based on the structural parameters of the rear longitudinal beam, and the positional distribution of the multiple second mounting points can be determined based on the structural parameters of the air pump; no further limitations are imposed here. The same principle applies when the air pump bracket is used to connect to other vehicle body structures.
[0116] In some examples, based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model, including:
[0117] Based on the analysis results of the origin transfer function, the origin transfer function curve of the first air pump bracket model is established;
[0118] Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0119] Obtain the operating frequency of the vehicle's air pump;
[0120] Determine the frequency difference between the peak excitation frequency and the operating frequency;
[0121] If the frequency difference is greater than the preset difference, the second air pump bracket model is determined based on the first air pump bracket model.
[0122] If the frequency difference is less than or equal to the preset difference, increase the plate thickness of the first air pump bracket model.
[0123] Specifically, in the process of adjusting the structural parameters of the first air pump support model based on the origin transfer function analysis results to determine the second air pump support model, the origin transfer function curve of the first air pump support model can be established based on the origin transfer function analysis results. The origin transfer function curve can more intuitively reflect the vibration response of the air pump support corresponding to the first air pump support model when subjected to different excitation frequencies at the installation point. It can be understood that the origin transfer function curve can be used to reflect the correspondence between vibration acceleration and excitation frequency. That is, the horizontal axis of the origin transfer function curve of the first air pump support model can be the excitation frequency at the installation point, and the vertical axis of the origin transfer function curve of the first air pump support model can be the vibration acceleration of the first air pump support model.
[0124] Furthermore, the peak value of the origin transfer function curve can be determined. It can be understood that the peak value of the origin transfer function curve is also the maximum value of the vibration acceleration of the first air pump bracket model in the origin transfer function curve. Accordingly, the peak excitation frequency corresponding to the aforementioned peak value can be determined. At the same time, the operating frequency of the vehicle's air pump can be obtained. It can be understood that the aforementioned operating frequency is also the excitation frequency generated by the air pump on the air pump bracket when the air pump is running.
[0125] If the frequency difference is greater than the preset difference, it indicates that the aforementioned peak excitation frequency reliably avoids the operating frequency of the air pump. The air pump bracket corresponding to the first air pump bracket model is not likely to generate strong vibration or resonance under the influence of the air pump operation. Therefore, the first air pump bracket model can be determined as the second air pump bracket model without modifying the structural parameters of the first air pump bracket model. This also facilitates the determination of the structural parameters of the air pump bracket based on the second air pump bracket model in the subsequent design process.
[0126] If the frequency difference is less than or equal to the preset difference, it indicates that the aforementioned peak excitation frequency is close to the operating frequency of the air pump. The air pump bracket corresponding to the first air pump bracket model is prone to strong vibration or resonance under the influence of the air pump's operation. Therefore, the plate thickness of the first air pump bracket model can be increased to improve the modal performance and stiffness of the air pump bracket, change the vibration characteristics of the air pump bracket, and cause the aforementioned peak excitation frequency to shift in position on the origin transfer function curve, further avoiding the operating frequency of the air pump, until the aforementioned frequency difference is greater than the preset difference.
[0127] In some feasible examples, when the frequency difference is less than or equal to a preset difference, in addition to increasing the number of mounting points and increasing the plate thickness of the first air pump support model, the mounting angle and the arrangement of mounting points can also be changed. This can also cause the aforementioned peak excitation frequency to shift in position within the origin transfer function curve. Simultaneously, when the frequency difference is less than or equal to a preset difference, the aforementioned methods for adjusting the structural parameters of the first air pump support model can be used concurrently. For example, when the frequency difference is less than or equal to a preset difference, the number of mounting points and the plate thickness of the first air pump support model can be increased.
[0128] In some examples, the preset difference is greater than or equal to 2Hz.
[0129] Specifically, the aforementioned preset difference can be greater than or equal to 2Hz. For example, if the operating frequency is 50Hz and the preset difference is set to 3Hz, the peak excitation frequency should be greater than 53Hz or less than 47Hz. This ensures that the peak excitation frequency more reliably avoids the air pump's operating frequency, preventing the air pump bracket from vibrating strongly or resonating due to air pump excitation. This further improves the vibration isolation effect of the air pump bracket on the air pump, reduces the possibility of significant vehicle body vibration or severe noise inside the vehicle caused by air pump operation, improves the vehicle's NVH performance, and enhances the user experience. Simultaneously, it also helps avoid an excessively large difference between the peak excitation frequency and the air pump's operating frequency during the design process, preventing excessively high frequency avoidance requirements and helping to control the design cost of the air pump bracket.
[0130] like Figure 2 As shown, a second aspect of the present application discloses a vehicle air pump bracket design device 200, comprising:
[0131] Module 201 is used to create the initial air pump bracket model of the vehicle. The initial air pump bracket model is a plate-shaped structure model.
[0132] The first determining module 202 is used to perform morphological optimization on the initial air pump bracket model using the modal frequency and dynamic stiffness of the mounting point as optimization constraints, so as to determine the first air pump bracket model.
[0133] The second determining module 203 is used to perform origin transfer function analysis on the first air pump support model, so as to adjust the structural parameters of the first air pump support model according to the origin transfer function analysis results and determine the second air pump support model.
[0134] The third determining module 204 is used to determine the structural parameters of the vehicle's air pump bracket based on the second air pump bracket model.
[0135] In summary, the vehicle air pump bracket design device provided in this application establishes an initial air pump bracket model of the vehicle. Using the modal frequency and dynamic stiffness of the air pump bracket as optimization constraints, the device optimizes the morphology of the initial air pump bracket model to determine a first air pump bracket model. This ensures that the air pump bracket corresponding to the first air pump bracket model has good modal performance and deformation resistance, reducing the possibility of excited vibration of the air pump bracket and decreasing the vibration amplitude. During air pump operation, it improves the vibration of the air pump bracket, preventing large-scale vehicle body vibration caused by severe vibration of the air pump bracket. It utilizes the connection relationship between the air pump bracket, the air pump, and the vehicle body structure to achieve vibration isolation of the air pump and the first air pump bracket. An origin transfer function analysis is performed on the air pump bracket model. Based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model. Then, based on the second air pump bracket model, the structural parameters of the vehicle's air pump bracket are determined. This reduces the possibility of resonance in the air pump bracket under external excitation, providing further assurance for the vibration isolation effect of the air pump bracket. In practical applications, the air pump bracket can be used to establish a connection between the air pump of the air suspension system and the vehicle body structure, thereby weakening the vibration impact of the air pump operation on the vehicle body, reducing vehicle body vibration and in-vehicle noise caused by the air pump operation, improving the vibration and noise perception of the driver and passengers, and enhancing the user experience of the vehicle.
[0136] In some feasible examples, the first determining module 202 includes:
[0137] The first determining submodule is used to determine that the modal frequency of the air pump bracket is greater than a preset frequency threshold as the first optimization constraint condition;
[0138] The second determining submodule is used to determine that the dynamic stiffness of the air pump bracket mounting point is greater than a preset dynamic stiffness threshold as the second optimization constraint condition;
[0139] The third determination submodule is used to determine minimizing the mass of the air pump bracket as the optimization objective;
[0140] The fourth determination submodule is used to optimize the structural parameters of the initial air pump support model based on the first optimization constraint, the second optimization constraint, and the optimization objective, and to determine the first air pump support model.
[0141] In some feasible examples, the fourth determination submodule includes:
[0142] The first execution unit is used to optimize the plate thickness and rib parameters of the initial air pump support model according to the first optimization constraint, the second optimization constraint, and the optimization objective.
[0143] The first determining unit is used to determine the optimized model of the air pump bracket based on the optimization results;
[0144] The second execution unit is used to perform modal verification and installation point dynamic stiffness verification on the optimized model of the air pump bracket.
[0145] The second determining unit is used to perform a rounding operation on the air pump bracket optimization model when the modal frequency of the air pump bracket optimization model is greater than a preset frequency threshold and the dynamic stiffness of the mounting point of the air pump bracket optimization model is greater than a preset dynamic stiffness threshold, so as to determine the first air pump bracket model.
[0146] In some feasible examples, the second determining module 203 includes:
[0147] The acquisition submodule is used to acquire the initial TB model of the vehicle, which includes the initial air pump bracket model.
[0148] The fifth determination submodule is used to replace the initial air pump bracket model of the initial TB model with the first air pump bracket model in order to determine the origin transfer function analysis model;
[0149] The execution submodule is used to perform origin transfer function analysis on the first air pump bracket model based on the origin transfer function analysis model.
[0150] The sixth determination submodule is used to adjust the structural parameters of the first air pump support model based on the analysis results of the origin transfer function, so as to determine the second air pump support model.
[0151] In some feasible examples, the sixth determination submodule includes:
[0152] The third execution unit is used to establish the origin transfer function curve of the first air pump bracket model based on the origin transfer function analysis results.
[0153] The third determining unit is used to determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0154] The first acquisition unit is used to acquire the operating frequency of the vehicle's air pump;
[0155] The fourth determining unit is used to determine the frequency difference between the peak excitation frequency and the operating frequency;
[0156] The fifth determining unit is used to determine the second air pump bracket model based on the first air pump bracket model when the frequency difference is greater than a preset difference.
[0157] The fourth execution unit is used to increase the number of mounting points of the first air pump bracket model when the frequency difference is less than or equal to a preset difference.
[0158] In some feasible examples, the sixth determination submodule includes:
[0159] The fifth execution unit is used to establish the origin transfer function curve of the first air pump bracket model based on the origin transfer function analysis results.
[0160] The sixth determining unit is used to determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve;
[0161] The second acquisition unit is used to acquire the operating frequency of the vehicle's air pump;
[0162] The seventh determining unit is used to determine the frequency difference between the peak excitation frequency and the operating frequency;
[0163] The eighth determining unit is used to determine the second air pump bracket model based on the first air pump bracket model when the frequency difference is greater than a preset difference.
[0164] The sixth execution unit is used to increase the plate thickness of the first air pump bracket model when the frequency difference is less than or equal to a preset difference.
[0165] In some feasible examples, the frequency difference is greater than or equal to 2Hz and less than or equal to 3Hz.
[0166] like Figure 3 As shown, a storage medium 301 is provided according to a third aspect of the embodiments of this application. The storage medium 201 includes a stored program 302, wherein, when the program 302 is running, it controls the device where the storage medium 301 is located to execute the vehicle air pump bracket design method as proposed in any of the first aspects above.
[0167] Since the storage medium 301 provided in this application embodiment is used to implement the vehicle air pump bracket design method as proposed in any of the first aspects above, it has all the beneficial effects of the vehicle air pump bracket design method, which will not be repeated here.
[0168] like Figure 4 As shown, according to a fourth aspect of the embodiments of this application, an electronic device 400 is provided. The electronic device 400 includes at least one processor 401 and at least one memory 402 connected to the processor 401. The processor 401 is used to call program instructions in the memory 402 to execute the vehicle air pump bracket design method as proposed in any of the first aspects above.
[0169] Since the electronic device 400 provided in this application embodiment is used to implement the vehicle air pump bracket design method as proposed in any of the first aspects above, it has all the beneficial effects of the vehicle air pump bracket design method, which will not be repeated here.
[0170] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus, and electronic devices according to embodiments of this application; it should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions; these computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable process management device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable process management device, generate instructions for implementing the process Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.
[0171] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.
[0172] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical or other forms.
[0173] In a typical configuration, an electronic device may include one or more processors (CPUs), memory, and buses; the electronic device may also include input / output interfaces, network interfaces, etc.
[0174] The memory may include non-permanent memory in a computer-readable medium, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip; the memory is an example of a storage medium.
[0175] Storage media, including permanent and non-permanent, removable and non-removable media, can be used to store information by any method or technology; the information can be computer-readable instructions, data structures, program modules, or other data; examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information that can be accessed by a computing device; as defined herein, storage media does not include transient media, such as modulated data signals and carrier waves.
[0176] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence; it should be understood that such data used can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein.
[0177] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.
[0178] It should also be noted that the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus; and, without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.
[0179] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or electronic devices; therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects; moreover, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
[0180] Computer program code for performing the operations of the embodiments of this application can be written in one or more programming languages or a combination thereof. Programming languages include object-oriented programming languages such as Common Lisp, Python, C++, Objective-C, Smalltalk, Delphi, Java, Swift, C#, Perl, Ruby, JavaScript, and PHP; conventional procedural programming languages such as Fortran, ALGOL, COBOL, PL / I, BASIC, Pascal, and C; and any other programming language such as Lisp, Tcl, Prolog, Visual Basic .NET, SQL, and R. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone 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 remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0181] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the scope of the claims of this application.
Claims
1. A design method for an air pump bracket for a vehicle, characterized in that, include: An initial air pump bracket model for the vehicle is established, wherein the initial air pump bracket model is a plate-shaped structure model; Using the modal frequency and dynamic stiffness of the mounting point of the air pump bracket as optimization constraints, the initial air pump bracket model is morphologically optimized to determine the first air pump bracket model. An origin transfer function analysis is performed on the first air pump bracket model. Based on the results of the origin transfer function analysis, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model, including: Obtain the initial TB model of the vehicle, the initial TB model including the initial air pump bracket model; Replace the initial air pump bracket model of the initial TB model with the first air pump bracket model to determine the origin transfer function analysis model; Based on the origin transfer function analysis model, perform origin transfer function analysis on the first air pump bracket model; Based on the origin transfer function analysis results, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model, including: Based on the analysis results of the origin transfer function, the origin transfer function curve of the first air pump bracket model is established; Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve; Obtain the operating frequency of the vehicle's air pump; Determine the frequency difference between the peak excitation frequency and the operating frequency; If the frequency difference is greater than a preset difference, the second air pump bracket model is determined based on the first air pump bracket model. If the frequency difference is less than or equal to the preset difference, increase the number of mounting points of the first air pump bracket model and / or increase the plate thickness of the first air pump bracket model; Based on the second air pump bracket model, the structural parameters of the air pump bracket for the vehicle are determined.
2. The method of designing an air pump bracket for a vehicle according to claim 1, characterized by, Using the modal frequencies and dynamic stiffness of the mounting point of the air pump bracket as optimization constraints, the initial air pump bracket model is morphologically optimized to determine the first air pump bracket model, including: The first optimization constraint condition is that the modal frequency of the air pump bracket is greater than a preset frequency threshold. The second optimization constraint condition is that the dynamic stiffness of the mounting point of the air pump bracket is greater than a preset dynamic stiffness threshold. The optimization objective is to minimize the mass of the air pump bracket. Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the structural parameters of the initial air pump bracket model are optimized to determine the first air pump bracket model.
3. The method of designing an air pump bracket for a vehicle according to claim 2, wherein, Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the structural parameters of the initial air pump support model are optimized to determine the first air pump support model, including: Based on the first optimization constraint, the second optimization constraint, and the optimization objective, the plate thickness and rib parameters of the initial air pump support model are optimized. Based on the optimization results, the optimized model for the air pump bracket was determined; Modal verification and dynamic stiffness verification at the mounting point were performed on the optimized model of the air pump bracket. If the modal frequency of the optimized air pump bracket model is greater than the preset frequency threshold and the dynamic stiffness of the mounting point of the optimized air pump bracket model is greater than the preset dynamic stiffness threshold, the optimized air pump bracket model is rounded to determine the first air pump bracket model.
4. The air pump bracket design method for a vehicle according to claim 1, characterized in that, The preset difference is greater than or equal to 2Hz.
5. An air pump bracket design apparatus for a vehicle, characterized by, include: A module is established to create an initial air pump bracket model for the vehicle, wherein the initial air pump bracket model is a plate-shaped structure model; The first determining module is used to optimize the morphology of the initial air pump bracket model using the modal frequency and dynamic stiffness of the mounting point as optimization constraints, so as to determine the first air pump bracket model. The second determining module is used to perform origin transfer function analysis on the first air pump bracket model, adjust the structural parameters of the first air pump bracket model according to the origin transfer function analysis results, and determine the second air pump bracket model, including: Obtain the initial TB model of the vehicle, the initial TB model including the initial air pump bracket model; Replace the initial air pump bracket model of the initial TB model with the first air pump bracket model to determine the origin transfer function analysis model; Based on the origin transfer function analysis model, perform origin transfer function analysis on the first air pump bracket model; Based on the origin transfer function analysis results, the structural parameters of the first air pump bracket model are adjusted to determine the second air pump bracket model, including: Based on the analysis results of the origin transfer function, the origin transfer function curve of the first air pump bracket model is established; Determine the peak excitation frequency corresponding to the peak value of the origin transfer function curve; Obtain the operating frequency of the vehicle's air pump; Determine the frequency difference between the peak excitation frequency and the operating frequency; If the frequency difference is greater than a preset difference, the second air pump bracket model is determined based on the first air pump bracket model. If the frequency difference is less than or equal to the preset difference, increase the number of mounting points of the first air pump bracket model and / or increase the plate thickness of the first air pump bracket model; The third determining module is used to determine the structural parameters of the air pump bracket of the vehicle based on the second air pump bracket model.
6. A storage medium, characterized by The storage medium includes a stored program, wherein, when the program is executed, it controls the device where the storage medium is located to perform the air pump bracket optimization design method for a vehicle as described in any one of claims 1 to 4.
7. An electronic device, comprising: The electronic device includes at least one processor and at least one memory connected to the processor, wherein the processor is used to call program instructions in the memory to execute the air pump bracket optimization design method for a vehicle as described in any one of claims 1 to 4.