An electric vehicle suspension system arrangement checking method and device and a storage medium

Abstract

The application relates to an electric vehicle suspension system arrangement checking method and device and a storage medium, which comprises the following steps: establishing an electric drive system rigid body model, then taking arrangement hard point coordinates and suspension dynamic stiffness of the electric drive system rigid body model as design variables, electric drive transient output torque and sweep excitation as independent variables, acceleration of the electric drive and acceleration of each suspension point as dependent variables to establish a calculation model; then comparing actual values of the dependent variables with optimization target values to adjust the arrangement hard point coordinates and the suspension dynamic stiffness meeting the requirements; the above steps are aimed at output characteristics of a power assembly of the electric vehicle, response analysis and simulation acceleration sweep excitation of each suspension point in the response analysis of the electric drive assembly transient working condition under the impact working condition are increased, so that the influence of a rapid torque rising speed of the electric vehicle is considered, and the arrangement hard point coordinates and the suspension dynamic stiffness are optimized and adjusted, and finally an arrangement scheme with small suspension point response and good NVH performance is obtained.

Description

Technical Field

[0001] This application relates to the field of power suspension system technology, and in particular to a method, device and storage medium for verifying the layout of an electric vehicle suspension system. Background Technology

[0002] Currently, most gasoline-powered vehicles use a pendulum-style suspension arrangement, with the left and right suspensions mounted on the longitudinal beams of the vehicle body and the torsional suspension mounted on the brackets. The specific requirements for the geometric arrangement of the suspension points in traditional vehicle suspension systems are: the distance between the center of gravity of the gravity assembly and the powertrain TRA axis should not exceed 10mm, and the distance between the elastic centers of the left and right suspensions and the TRA axis should not exceed 20mm, etc. The specific values ​​may vary slightly between different OEMs.

[0003] Electric vehicles often employ a load-bearing suspension arrangement, with three or four suspensions mounted on brackets. Currently, the general requirement is that, in a top-view diagram, the powertrain's center of gravity should be located at the centroid of the triangle formed by the three suspension points. Theoretically, this arrangement ensures uniform load distribution across the three suspensions. However, in reality, due to boundary constraints, achieving this ideal arrangement is often impossible. Furthermore, the torque ramp-up rate of electric vehicles differs significantly from that of traditional gasoline-powered vehicles. Therefore, during the initial layout phase, the electric vehicle system layout needs to be validated using methods tailored to the characteristics of electric vehicles to minimize subsequent debugging work and design change costs.

[0004] In some related technologies, the current electric vehicle suspension system mainly uses a modal decoupling strategy to evaluate the suspension system layout, which is suitable for low-speed crawling conditions in both gasoline and electric vehicles. However, compared to traditional gasoline vehicles, electric vehicles have a faster torque increase rate, requiring an assessment of the suspension system's adaptation and response to different power output characteristics in the early stages of the project.

[0005] In addition, traditional gasoline vehicles have an idling condition, and modal decoupling strategies are feasible for evaluating the suspension system layout. Modal decoupling strategies can evaluate the frequency avoidance principle during creep conditions. However, electric vehicles have a faster torque increase rate, which presents the following problems:

[0006] An improperly designed suspension system layout can result in excessive powertrain movement, large suspension point response, and consequently, significant transient shocks and poor NVH performance for passengers. Therefore, the suspension system layout must be specifically designed to address the characteristics of electric vehicles during the early design phase. Summary of the Invention

[0007] This application provides a method, device, and storage medium for verifying the layout of an electric vehicle suspension system, in order to solve the problem in related technologies where the traditional modal decoupling strategy for evaluating the suspension system layout results in large suspension point response and poor NVH performance due to the rapid torque increase rate of electric vehicles.

[0008] Firstly, a method for verifying the layout of an electric vehicle suspension system is provided, which includes the following steps:

[0009] A rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness is established. The rigid body model of the electric drive system meets the vehicle modal avoidance requirements.

[0010] Based on the rigid body model of the electric drive system, a calculation model is constructed with the first parameter as the independent variable and the second parameter as the dependent variable.

[0011] The first parameter is assigned a value, and the actual value of the second parameter is obtained through the calculation model;

[0012] Compare the actual value with the optimization target value;

[0013] If the difference between the actual value and the optimization target value is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use the hard point coordinates and suspension dynamic stiffness as the suspension system layout scheme.

[0014] Otherwise, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the first parameter, and recalculate the actual value of the second parameter.

[0015] In some embodiments, the first parameter is the transient output torque of the electric drive, the second parameter is the acceleration of the electric drive, and the optimization target value is the acceleration setpoint of the electric drive.

[0016] In some embodiments, the first parameter is a frequency sweep excitation, the second parameter is the acceleration of each suspension point, and the optimization target value is the acceleration set value of each suspension point.

[0017] In some embodiments, the first parameter is the frequency sweep excitation and the transient output torque of the electric drive, the second parameter is the acceleration of each suspension point and the acceleration of the electric drive, and the optimization target value is the acceleration set value of each suspension point and the acceleration set value of the electric drive.

[0018] By assigning a value to the transient output torque of the electric drive, the actual value of the electric drive's acceleration can be obtained;

[0019] Compare the actual value with the electric drive acceleration setpoint;

[0020] If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the transient output torque of the electric drive, and recalculate the actual value of the electric drive acceleration.

[0021] If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and then assign values ​​to the sweep frequency excitation to obtain the actual value of the acceleration of each suspension point.

[0022] Compare the actual acceleration values ​​at each suspension point with the set acceleration values ​​at each suspension point;

[0023] If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the sweep frequency excitation, and recalculate the actual acceleration value of each suspension point.

[0024] If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is within the design range, then the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system are recorded at this time, and the hard point coordinates and suspension dynamic stiffness are used as the final suspension system layout scheme.

[0025] In some embodiments, the acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle; or,

[0026] The acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle, the acceleration of the vehicle in the vertical direction, and the acceleration of the vehicle in the lateral direction.

[0027] In some embodiments, the frequency sweep excitation is a frequency sweep excitation around the crankshaft direction, and its frequency is 1-500Hz; the acceleration of each mounting point includes the acceleration of each mounting point in the longitudinal direction of the vehicle or the acceleration in the vertical direction of the vehicle.

[0028] In some embodiments, establishing a rigid body model of the electric drive system that meets the vehicle's modal frequency avoidance requirements includes the following steps:

[0029] The coordinates of the hard points and the dynamic stiffness of the suspension that meet the modal frequency avoidance requirements are obtained through dynamic model verification and optimization.

[0030] Based on the coordinates of the hard points and the dynamic stiffness of the suspension to meet the modal frequency avoidance requirements, and combined with the mass, center of mass and moment of inertia of the electric drive, a rigid body model of the electric drive system is established.

[0031] In some embodiments, the coordinates of the hard points and the dynamic stiffness of the suspension that meet the modal frequency avoidance requirements need to be optimized based on the design boundaries.

[0032] Secondly, an electric vehicle suspension system layout verification device is provided, comprising:

[0033] The first module is used to establish a rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness. The rigid body model of the electric drive system meets the vehicle modal frequency avoidance requirements.

[0034] The second module is used to construct a calculation model based on the rigid body model of the electric drive system, with the first parameter as the independent variable and the second parameter as the dependent variable.

[0035] The third module is used to assign a value to the first parameter and to obtain the actual value of the second parameter through the calculation model;

[0036] The fourth module is used to compare the actual value with the optimization target value;

[0037] If the difference between the actual value and the optimization target value is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use the hard point coordinates and suspension dynamic stiffness as the suspension system layout scheme.

[0038] Otherwise, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the first parameter, and recalculate the actual value of the second parameter.

[0039] Thirdly, a computer storage medium is provided that stores a computer program, which, when executed, implements a method for verifying the arrangement of an electric vehicle suspension system.

[0040] The beneficial effects of the technical solution provided in this application include:

[0041] This application provides a method, device, and storage medium for verifying the layout of an electric vehicle suspension system. Based on traditional system frequency avoidance and decoupling methods, a rigid body model of the electric drive system is established. Then, a calculation model is established using the hard point coordinates and suspension dynamic stiffness of the rigid body model as design variables, the transient output torque and frequency sweep excitation of the electric drive as independent variables, and the acceleration of the electric drive and the acceleration of each suspension point as dependent variables. The actual values ​​of the dependent variables are then compared with the optimization target values ​​to adjust the hard point coordinates and suspension dynamic stiffness to meet the requirements. These steps, tailored to the unique output characteristics of the electric vehicle powertrain, include response analysis of the electric drive system under impact conditions and response analysis of each suspension point under simulated acceleration frequency sweep conditions. This takes into account the rapid torque increase rate of the electric vehicle and optimizes the hard point coordinates and suspension dynamic stiffness, ultimately resulting in a layout scheme with low suspension point response and excellent NVH performance. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A general flowchart of the electric vehicle suspension system layout verification method provided in the embodiments of this application;

[0044] Figure 2 A comparison diagram of the z-axis span and x-axis acceleration of the electric drive assembly for different suspension arrangements provided in the embodiments of this application;

[0045] Figure 3 The x-axis acceleration response diagrams for each suspension point provided in the embodiments of this application;

[0046] Figure 4 The z-axis acceleration response diagrams for each suspension point provided in the embodiments of this application are shown. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] This application provides a method, device, and storage medium for verifying the layout of an electric vehicle suspension system, in order to solve the problem in related technologies where the traditional modal decoupling strategy for evaluating the suspension system layout results in large suspension point response and poor NVH performance due to the rapid torque increase rate of electric vehicles.

[0049] Please see Figure 1 A method for verifying the arrangement of an electric vehicle suspension system, comprising the following steps:

[0050] A rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness is established. The rigid body model of the electric drive system meets the vehicle modal avoidance requirements.

[0051] Based on the rigid body model of the electric drive system, a calculation model is constructed with the first parameter as the independent variable and the second parameter as the dependent variable.

[0052] Assign a value to the first parameter, and derive the actual value of the second parameter through the calculation model;

[0053] Compare the actual value with the optimization target value;

[0054] If the difference between the actual value and the optimization target value is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use the hard point coordinates and suspension dynamic stiffness as the suspension system layout scheme.

[0055] Otherwise, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the first parameter, recalculate the actual value of the second parameter, and compare them again until the difference between the actual value and the optimization target value is within the design range.

[0056] Based on traditional system frequency avoidance and decoupling methods, a rigid body model of the electric drive system is established. Then, a calculation model is established using the hard point coordinates and suspension dynamic stiffness of the rigid body model as design variables, the transient output torque and frequency sweep excitation of the electric drive as independent variables, and the acceleration of the electric drive and the acceleration of each suspension point as dependent variables. Then, by comparing the actual values ​​of the dependent variables with the optimization target values, the hard point coordinates and suspension dynamic stiffness are adjusted to meet the requirements. The above steps are tailored to the unique output characteristics of electric vehicle powertrains. Response analysis of the electric drive system under impact conditions and transient conditions under simulated acceleration and frequency sweep excitation are added as dependent variables. This takes into account the influence of the rapid torque increase rate of electric vehicles and optimizes the hard point coordinates and suspension dynamic stiffness, ultimately obtaining a layout scheme with small suspension point response and good NVH performance.

[0057] In some preferred embodiments, a rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness is established. The steps for the electric drive system rigid body model to meet the vehicle's modal frequency avoidance requirements are explained. Similar to traditional fuel vehicles, this part is based on the vehicle's modal frequency avoidance requirements, and powertrain modal distribution requirements are formulated. The frequency avoidance principle is the objective, referring to the modal distribution of the electric drive system, which is determined by its own physical characteristics, suspension system layout, and stiffness matching. Modal calculations are performed by establishing a multibody dynamics model for verification and optimization.

[0058] The design inputs include the electric drive mass, center of mass, moment of inertia, coordinates of the hard points of the initial mount layout, and the three-dimensional dynamic stiffness of the initial mount. ADAMS is used to build a rigid body model of the electric drive system. Due to the constraints of the vehicle platform design boundaries during system layout, the mount system cannot be arranged according to the optimal solution. Therefore, in the early design stage, the mount system will be optimized based on the design boundaries to achieve system frequency avoidance and decoupling requirements through optimization of system layout and mount system stiffness matching.

[0059] In some preferred embodiments, the response analysis of the electric drive assembly under transient conditions under impact conditions and the response analysis of each suspension point under simulated acceleration frequency sweep conditions can both be performed using the above steps. The response analysis of the electric drive assembly under transient conditions under impact conditions or the response analysis of each suspension point under simulated acceleration frequency sweep conditions can be performed separately, or both can be performed simultaneously. The specific steps are as follows:

[0060] Response analysis of electric drive assembly under transient conditions under impact conditions.

[0061] The first parameter is the transient output torque of the electric drive, and the second parameter is the acceleration of the electric drive. The optimization target value is the acceleration setting value of the electric drive. The acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle; or the acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle (x-direction), the acceleration of the vehicle in the vertical direction (z-direction), and the acceleration of the vehicle in the lateral direction (y-direction).

[0062] Assign a value to the transient output torque of the electric drive to obtain the actual value of the electric drive's acceleration; compare the actual value with the set value of the electric drive's acceleration; if the difference between the actual value and the set value of the electric drive's acceleration is not within the design range, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the transient output torque of the electric drive, and recalculate the actual value of the electric drive's acceleration; if the difference between the actual value and the set value of the electric drive's acceleration is within the design range, record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use these hard point coordinates and suspension dynamic stiffness as the suspension system layout scheme.

[0063] The preferred variable is the x-axis acceleration of the electric drive. The yz-axis acceleration can also be used as the dependent variable. The x-axis acceleration of the electric drive accounts for a relatively large proportion and serves as an indicator for evaluating the acceleration response of the electric drive assembly. The optimization goal is to reduce the vehicle's front-to-rear acceleration (x-axis) to adjust the system's hard point layout and stiffness adaptation. The vehicle's front-to-rear acceleration is a human-sensitive parameter.

[0064] Response analysis of each suspension point under simulated accelerated frequency sweep conditions.

[0065] The first parameter is the frequency sweep excitation, the second parameter is the acceleration of each mount point, and the optimization target value is the set acceleration value of each mount point. The acceleration of each mount point includes the acceleration of each mount point in the longitudinal direction of the vehicle or the acceleration of the vehicle in the vertical direction.

[0066] The actual acceleration values ​​of each suspension point are obtained by assigning values ​​to the frequency sweep excitation. The actual acceleration values ​​of each suspension point are compared with the set acceleration values ​​of each suspension point. If the difference between the actual acceleration values ​​of each suspension point and the set acceleration values ​​of each suspension point is not within the design range, the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system are adjusted, the frequency sweep excitation is reassigned, and the actual acceleration values ​​of each suspension point are recalculated. If the difference between the actual acceleration values ​​of each suspension point and the set acceleration values ​​of each suspension point is within the design range, the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system are recorded at this time, and the hard point coordinates and suspension dynamic stiffness are used as the final suspension system layout scheme.

[0067] Simultaneously, response analysis of the electric drive assembly under transient conditions under impact conditions and response analysis of each suspension point under simulated acceleration frequency sweep conditions are performed.

[0068] The first parameter is the frequency sweep excitation and the transient output torque of the electric drive; the second parameter is the acceleration of each suspension point and the acceleration of the electric drive; the optimization target value is the acceleration setpoint of each suspension point and the acceleration setpoint of the electric drive.

[0069] Assign a value to the transient output torque of the electric drive to obtain the actual value of the electric drive's acceleration; compare the actual value with the set value of the electric drive's acceleration; if the difference between the actual value and the set value of the electric drive's acceleration is not within the design range, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the transient output torque of the electric drive, and recalculate the actual value of the electric drive's acceleration; if the difference between the actual value and the set value of the electric drive's acceleration is within the design range, record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and then assign a value to the sweep frequency excitation to obtain the actual value of the acceleration at each suspension point;

[0070] Compare the actual acceleration values ​​of each suspension point with the set acceleration values ​​of each suspension point. If the difference between the actual acceleration values ​​of each suspension point and the set acceleration values ​​of each suspension point is not within the design range, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the sweep frequency excitation, and recalculate the actual acceleration values ​​of each suspension point. If the difference between the actual acceleration values ​​of each suspension point and the set acceleration values ​​of each suspension point is within the design range, record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use these hard point coordinates and suspension dynamic stiffness as the final suspension system layout scheme.

[0071] The following are practical examples of response analysis of the electric drive assembly under transient conditions and response analysis of each suspension point under simulated acceleration frequency sweep conditions:

[0072] Based on the same system stiffness matching, the x-axis acceleration of the electric drive assembly is compared with different TORQUESPAN (z-axis span of the suspension arrangement). The independent variable is the torque RY about the output shaft, simulating that the electric drive torque reaches its maximum value within 0.2s. The dependent variable response is PT.CM.Accelerationx, which is the x-axis acceleration of the powertrain's center of mass. Within a 100mm torquespan range, the difference in x-axis acceleration of the electric drive assembly may be approximately 5-10 times, as follows: Figure 2 As shown. Based on project experience, the x-axis acceleration should not exceed 5000 mm / s², meaning the acceleration setting for the electric drive is 5000 mm / s².

[0073] The independent variable excitation was changed from transient torque to a frequency sweep input, and the dependent variable was changed from electric drive acceleration to the response of each suspension point to evaluate the passive side response of the suspension points. The system hardpoint arrangement and stiffness adaptation were adjusted with the optimization objective of reducing the passive side response. Then, based on the same stiffness, a 1-500Hz frequency sweep excitation was applied around the crankshaft, and the response was the x-axis acceleration and z-axis acceleration response of each suspension point. The comparison results for different TORQUESPAN (z-axis span of the suspension arrangement) are as follows. Figure 3 and Figure 4 For example, within a 100mm range of torque span variation, the corresponding differences in the x and z directions of the electric drive assembly can be 10-20dB, which is a very large difference. Based on project experience, the x and z direction corresponding differences should not exceed -30dB, meaning the acceleration setting value for each suspension point is -30dB.

[0074] This application also proposes an electric vehicle suspension system layout verification device, which includes:

[0075] The first module is used to establish a rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness. The rigid body model of the electric drive system meets the vehicle modal frequency avoidance requirements.

[0076] The second module is used to construct a calculation model based on the rigid body model of the electric drive system, with the first parameter as the independent variable and the second parameter as the dependent variable.

[0077] The third module is used to assign a value to the first parameter and to obtain the actual value of the second parameter through the calculation model;

[0078] The fourth module is used to compare the actual value with the optimization target value;

[0079] If the difference between the actual value and the optimization target value is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and use the hard point coordinates and suspension dynamic stiffness as the suspension system layout scheme.

[0080] Otherwise, adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the first parameter, and recalculate the actual value of the second parameter.

[0081] A computer storage medium stores a computer program that, when executed, implements a method for verifying the layout of an electric vehicle suspension system. Based on traditional system frequency avoidance and decoupling methods, and considering the unique output characteristics of the electric vehicle powertrain, the method adds electric drive acceleration response under impact conditions and the response of each suspension point under simulated acceleration sweep frequency conditions. Simultaneously, it optimizes the electric vehicle suspension system for corresponding objectives.

[0082] The verification method in this application is aimed at the output characteristics of electric vehicle powertrains and improves the verification method for electric vehicle mounting systems. As the case results show, even a slight adjustment of 0-100mm in the z-axis arrangement results in significant differences in the transient electric drive acceleration response and the passive side response of the mounting system under swept-frequency conditions. Therefore, by analyzing the transient electric drive acceleration and swept-frequency response corresponding to different arrangement schemes, the impact of the arrangement on the output can be determined. This performance analysis cannot be identified using traditional frequency avoidance and decoupling verification methods. Thus, potential NVH issues in the electric vehicle mounting system during the early stages of system design can be identified and addressed proactively, shortening the development cycle, avoiding subsequent design changes, and saving costs.

[0083] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied 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.

[0084] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will 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 data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0085] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0086] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the functions specified in one or more boxes. In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory. Memory may include non-persistent memory in computer-readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0087] Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data.

[0088] 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 magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media do not include transient computer-readable media, such as modulated data signals and carrier waves. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover a 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 a process, method, article, or apparatus. In the absence of further restrictions, an element defined by the phrase "including one..." does not exclude the presence of other identical elements in the process, method, goods or equipment that include the element.

[0089] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied 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. The above are merely embodiments of this application and are not intended to limit this application. For those skilled in the art,

[0090] This application may be subject to various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application shall be included within the scope of the claims of this application.

[0091] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0092] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

[0093] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for verifying the arrangement of an electric vehicle suspension system, characterized in that, It includes the following steps: A rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness is established. The rigid body model of the electric drive system meets the vehicle modal avoidance requirements. Based on the rigid body model of the electric drive system, a calculation model is constructed with a first parameter as the independent variable and a second parameter as the dependent variable; the first parameter is the frequency sweep excitation and the transient output torque of the electric drive, and the second parameter is the acceleration of each suspension point and the acceleration of the electric drive. The first parameter is assigned a value, and the actual value of the second parameter is obtained through the calculation model; Compare the actual value with the optimization target value; The optimization target values ​​are the acceleration setpoints for each suspension point and the acceleration setpoints for the electric drive; If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the transient output torque of the electric drive, and recalculate the actual value of the electric drive acceleration. If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and then assign values ​​to the sweep frequency excitation to obtain the actual value of the acceleration of each suspension point. Compare the actual acceleration values ​​at each suspension point with the set acceleration values ​​at each suspension point; If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the sweep frequency excitation, and recalculate the actual acceleration value of each suspension point. If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is within the design range, then the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system are recorded at this time, and the hard point coordinates and suspension dynamic stiffness are used as the final suspension system layout scheme.

2. The method for verifying the layout of an electric vehicle suspension system as described in claim 1, characterized in that: The acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle; or, The acceleration of the electric drive includes the acceleration of the electric drive in the longitudinal direction of the vehicle, the acceleration of the vehicle in the vertical direction, and the acceleration of the vehicle in the lateral direction.

3. The method for verifying the layout of an electric vehicle suspension system as described in claim 1, characterized in that: The frequency sweep excitation is a frequency sweep excitation around the crankshaft direction, and its frequency is 1-500Hz; The acceleration of each suspension point includes the acceleration of each suspension point in the longitudinal direction of the vehicle or the acceleration of the vehicle in the vertical direction.

4. The method for verifying the layout of an electric vehicle suspension system as described in claim 1, characterized in that, Establishing a rigid body model of the electric drive system that meets the vehicle's modal frequency avoidance requirements includes the following steps: The coordinates of the hard points and the dynamic stiffness of the suspension that meet the modal frequency avoidance requirements are obtained through dynamic model verification and optimization. Based on the coordinates of the hard points and the dynamic stiffness of the suspension to meet the modal frequency avoidance requirements, and combined with the mass, center of mass and moment of inertia of the electric drive, a rigid body model of the electric drive system is established.

5. The method for verifying the arrangement of an electric vehicle suspension system as described in claim 4, characterized in that: The coordinates of the hard points and the dynamic stiffness of the suspension that meet the modal frequency avoidance requirements still need to be optimized based on the design boundaries.

6. A device for verifying the arrangement of an electric vehicle suspension system, characterized in that, It includes: The first module is used to establish a rigid body model of the electric drive system based on hard point coordinates and suspension dynamic stiffness. The rigid body model of the electric drive system meets the vehicle modal frequency avoidance requirements. The second module is used to construct a calculation model based on the rigid body model of the electric drive system, with a first parameter as the independent variable and a second parameter as the dependent variable; the first parameter is the frequency sweep excitation and the transient output torque of the electric drive, and the second parameter is the acceleration of each suspension point and the acceleration of the electric drive. The third module is used to assign a value to the first parameter and to obtain the actual value of the second parameter through the calculation model; The fourth module is used to compare the actual value with the optimization target value, which is the acceleration setting value of each suspension point and the acceleration setting value of the electric drive. If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the transient output torque of the electric drive, and recalculate the actual value of the electric drive acceleration. If the difference between the actual value of the electric drive acceleration and the set value of the electric drive acceleration is within the design range, then record the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system at this time, and then assign values ​​to the sweep frequency excitation to obtain the actual value of the acceleration of each suspension point. Compare the actual acceleration values ​​at each suspension point with the set acceleration values ​​at each suspension point; If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is not within the design range, then adjust the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system, reassign the sweep frequency excitation, and recalculate the actual acceleration value of each suspension point. If the difference between the actual acceleration value of each suspension point and the set acceleration value of each suspension point is within the design range, then the hard point coordinates and suspension dynamic stiffness in the rigid body model of the electric drive system are recorded at this time, and the hard point coordinates and suspension dynamic stiffness are used as the final suspension system layout scheme.

7. A computer storage medium, characterized in that, It stores a computer program, which, when executed, implements the electric vehicle suspension system layout verification method as described in any one of claims 1-5.

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