A method and system for calculating unsprung mass of a chassis

Abstract

This invention discloses a method and system for calculating the unsprung mass of an automobile chassis. The method includes: building a suspension model based on an established subsystem, inputting the weight of each component, setting a pre-defined sprung load ratio coefficient for each component, and inputting the corresponding wheel load design value of the suspension model; conducting a simulation analysis test of wheel unidirectional bounce to obtain the wheel load on one side of the suspension model; determining whether the pre-defined sprung load ratio coefficient meets the requirements based on the test results; if the pre-defined sprung load ratio coefficient meets the requirements, obtaining the unsprung mass of each component based on its weight and the corresponding wheel load on one side of the suspension model; and obtaining the unsprung mass of the automobile chassis based on the unsprung mass of each component. This invention provides a method for accurately calculating the unsprung mass of an automobile chassis, completely solving the problem of previously being unable to calculate and quantify the unsprung mass of components, significantly improving the accuracy of the unsprung mass of the entire vehicle, and providing a basis for accurately calculating the natural frequency of the entire vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle dynamics engineering technology, specifically to a method and system for calculating the unsprung mass of a chassis. Background Technology

[0002] With the development of science and technology, virtual prototyping technology is being used more and more widely in the field of engineering technology. Virtual prototyping technology can effectively reduce R&D costs, shorten the R&D cycle, and effectively improve product quality. Therefore, multibody dynamics simulation is now widely used in the field of vehicle power engineering technology.

[0003] At the initial stage of automobile design, the natural frequency needs to be calculated based on unsprung mass and vehicle weight to obtain suspension stiffness, which affects the design of suspension components and tires. The unsprung mass of existing chassis components is roughly estimated based on experience, requiring repeated adjustments to suspension component stiffness during automobile development, which greatly increases the workload of suspension and tuning engineers and also extends the automobile development cycle. Summary of the Invention

[0004] To address the aforementioned issues, this invention provides a method and system for calculating the unsprung mass of a chassis. This method ensures accurate calculation of the unsprung mass of components, completely avoids ineffective work caused by large deviations in inherent frequencies, provides a valid basis for component design and chassis tuning, and significantly reduces the amount of ineffective work for suspension and vehicle dynamics engineers.

[0005] To achieve the above objective, according to a first aspect of the present invention, a method for calculating the unsprung mass of an automobile chassis is provided, specifically comprising:

[0006] Geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem are established based on the geometric and mechanical characteristic parameters of the whole vehicle and its components.

[0007] Build a suspension model for the subsystem established above, input the weight of each component, preset the sprung load ratio coefficient for each component, and input the corresponding suspension model wheel load design value; conduct a simulation analysis test of wheel unidirectional bounce to obtain the single-side wheel load of the suspension model corresponding to the weight of each component, and determine whether the preset sprung load ratio coefficient meets the requirements based on the test results;

[0008] If the preset sprung load ratio meets the requirements, the unsprung mass of each part is obtained based on the weight of each part and the single-side wheel load of the suspension model corresponding to the weight of each part. Based on the unsprung mass of each part, the unsprung mass of the vehicle chassis is obtained. If not, the preset sprung load ratio is corrected.

[0009] As can be seen from the above technical solution, this invention obtains the single-side wheel load of the suspension model through simulation analysis of the weight of each component and the unidirectional bounce of the wheel, obtains the percentage of unsprung mass of each component, and further obtains the unsprung mass of each component and the unsprung mass of the vehicle chassis. This completely solves the problem of the inability to calculate and quantify the unsprung mass of components in the past, significantly improves the accuracy of the unsprung mass of the whole vehicle, and provides a basis for accurately calculating the natural frequency of the whole vehicle. Furthermore, based on the single-side wheel load of the suspension model corresponding to the weight of each component, the sprung load ratio coefficient of each component is corrected. Conversely, the accurate single-side wheel load of the suspension model can be obtained through the corrected sprung load ratio coefficient, thereby accurately obtaining the unsprung mass of each component, and further accurately obtaining the unsprung mass of each component and the unsprung mass of the vehicle chassis.

[0010] A further step involves building a suspension model of the aforementioned subsystem, inputting the weight of each component, a preset sprung load ratio coefficient for each component, and inputting the corresponding suspension model wheel load design value; conducting a simulation analysis test of wheel unidirectional bounce to obtain the single-sided wheel load of each component; and determining whether the preset sprung load ratio coefficient meets the requirements based on the test results. Specifically, this includes:

[0011] Input the weight of each part as its actual mass, preset the spring load ratio coefficient of each part, input the corresponding suspension model wheel load design value, conduct a simulation analysis test of wheel unidirectional bounce, and obtain the single-side wheel load of the first suspension model;

[0012] Select one part, and modify its weight to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Conduct wheel unidirectional bounce simulation analysis tests to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model.

[0013] Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional hop simulation analysis test, the first and second spring load percentages are obtained.

[0014] Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part.

[0015] As can be seen from the above technical solution, by modifying only the weight of a single part while keeping the weights of other parts at their actual mass, the resulting single-side wheel loads of the second and third suspension models will be highly correlated with the weight changes of that part. Then, by correcting the sprung load ratio coefficient of the part using the first and second sprung load percentages, the weight of the single part and the single-side wheel load of the suspension are organically combined, ensuring that the corrected sprung load ratio coefficient of the part is consistent with the actual sprung load ratio coefficient of the part.

[0016] A further solution involves determining whether the difference between the first and second spring load percentages meets the requirements. If not, the solution, after correcting the spring load ratio coefficient for the part, further includes:

[0017] The weights of other parts were successively modified to twice the actual mass of the parts and four times the actual mass of the parts, and the corresponding suspension model wheel load design values ​​were modified. The wheel sway simulation analysis test was continued to obtain the single-side wheel load of the second suspension model corresponding to twice the actual mass of the other parts and the single-side wheel load of the third suspension model corresponding to four times the actual mass of the other parts.

[0018] Based on the obtained single-side wheel load of the first suspension model and the obtained single-side wheel loads of the second and third suspension models, calculate whether the difference between the first and second sprung mass percentages meets the requirements. If not, correct the sprung mass ratio coefficient of the part.

[0019] As can be seen from the above technical solution, obtaining the unsprung load ratio coefficient of each part only modifies the weight of that part, while keeping the weight of other parts as the actual mass of the parts. This ensures that further correction of the sprung load ratio coefficient of the part by the first sprung load mass percentage and the second sprung load mass percentage can guarantee that the corrected sprung load ratio coefficient of the part is consistent with the actual sprung load ratio coefficient of the part.

[0020] A further solution is that, after calculating whether the difference between the first sprung mass percentage and the second sprung mass percentage meets the requirements based on the obtained single-side wheel load of the first suspension model and the obtained single-side wheel loads of the second and third suspension models, and if not, after correcting the sprung mass ratio coefficient of the part, the solution further includes:

[0021] Based on the corrected sprung load ratio coefficients of all parts, the wheel unidirectional bouncy simulation analysis test corresponding to the actual mass of each part, twice the actual mass of the part, and four times the actual mass of the part was completed in sequence to obtain the corresponding first unsprung load percentage and second unsprung load percentage.

[0022] Based on the first and second unsprung mass percentages of each part, obtain the average unsprung mass percentage of each part.

[0023] The unsprung mass of each part is obtained based on the average percentage of its actual mass and unsprung mass.

[0024] The unsprung mass of the entire chassis is obtained based on the unsprung mass of each component.

[0025] A further approach is to calculate the first unsprung mass percentage and the second unsprung mass percentage using the following formulas:

[0026] First unsprung mass percentage = (Single-sided load of second suspension model - Single-sided load of first suspension model) / ((2 times the actual weight of the part - the actual weight of the part) * gravitational acceleration);

[0027] Second unsprung mass percentage = (Single-sided load of the third suspension model - Single-sided load of the first suspension model) / ((4 times the actual weight of the part - the actual weight of the part) * gravitational acceleration).

[0028] A further approach is that obtaining the unsprung mass of the entire chassis based on the unsprung mass of each component specifically includes:

[0029] Unsprung mass of each part = ((first unsprung mass percentage + second unsprung mass percentage) / 2) * actual weight of each part;

[0030] The unsprung mass of the chassis = the sum of the unsprung masses of all parts * 2.

[0031] According to a second aspect of the present invention, a system for calculating the unsprung mass of a chassis is provided, specifically comprising:

[0032] The module is used to build geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem based on the geometric and mechanical characteristic parameters of the whole vehicle and its components.

[0033] The testing module is used to build a suspension model of the subsystem established above, input the weight of each part, the preset sprung load ratio coefficient of each part, and input the corresponding suspension model wheel load design value; conduct a simulation analysis test of wheel unidirectional bounce, obtain the single-side wheel load of the suspension model corresponding to the weight of each part, and determine whether the preset sprung load ratio coefficient meets the requirements based on the test results;

[0034] The acquisition module, if the preset sprung load ratio coefficient meets the requirements, obtains the unsprung mass of each part based on the weight of each part and the single-side wheel load of the suspension model corresponding to the weight of each part, and obtains the unsprung mass of the car chassis based on the unsprung mass of each part; otherwise, it corrects the preset sprung load ratio coefficient.

[0035] As can be seen from the above technical solution, this invention obtains the single-side wheel load of the suspension model through simulation analysis of the weight of each component and the unidirectional bounce of the wheel, obtains the unsprung mass of each component, and further obtains the unsprung mass of each component and the unsprung mass of the vehicle chassis. This completely solves the problem of the inability to calculate and quantify the unsprung mass of components in the past, significantly improves the accuracy of the unsprung mass of the whole vehicle, and provides a basis for accurately calculating the natural frequency of the whole vehicle. Furthermore, the sprung load ratio coefficient of each component is corrected based on the single-side wheel load of the suspension model corresponding to the weight of each component. Conversely, the accurate single-side wheel load of the suspension model can be obtained through the corrected sprung load ratio coefficient, thereby accurately obtaining the unsprung mass of each component, and further accurately obtaining the unsprung mass of each component and the unsprung mass of the vehicle chassis.

[0036] A further approach is that the testing module is specifically used for:

[0037] Input the weight of each part as its actual mass, preset the spring load ratio coefficient of each part, input the corresponding suspension model wheel load design value, conduct a simulation analysis test of wheel unidirectional bounce, and obtain the single-side wheel load of the first suspension model;

[0038] Select one part, and modify its weight to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Conduct wheel unidirectional bounce simulation analysis tests to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model.

[0039] Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional hop simulation analysis test, the first and second spring load percentages are obtained.

[0040] Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part.

[0041] The weights of other parts were successively modified to twice the actual mass of the parts and four times the actual mass of the parts, and the corresponding suspension model wheel load design values ​​were modified. The wheel sway simulation analysis test was continued to obtain the single-side wheel load of the second suspension model corresponding to twice the actual mass of the other parts and the single-side wheel load of the third suspension model corresponding to four times the actual mass of the other parts.

[0042] Based on the obtained single-side wheel load of the first suspension model and the obtained single-side wheel loads of the second and third suspension models, calculate whether the difference between the first and second sprung mass percentages meets the requirements. If not, correct the sprung mass ratio coefficient of the part.

[0043] According to a third aspect of the present invention, a storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0044] According to a fourth aspect of the present invention, a terminal device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method described above.

[0045] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention obtains the first and second unsprung mass percentages by calculating the quotient of the weight change of each component and the single-sided wheel load change. First, the difference between these percentages is used to correct the sprung load ratio coefficient of each component. Then, based on the corrected sprung load ratio coefficients of each component, the accurate first and second unsprung mass percentages are obtained. The unsprung mass of each component is then obtained from these percentages, and finally, the unsprung mass of the vehicle chassis is obtained from the unsprung mass of each component. This completely solves the problem of previously being unable to calculate and quantify the unsprung mass of components, significantly improving the accuracy of the vehicle's unsprung mass and providing a basis for accurately calculating the vehicle's natural frequency. It completely avoids the ineffective work caused by large natural frequency deviations, providing an effective basis for component design and chassis tuning, and greatly reducing the amount of ineffective work for suspension and vehicle dynamics engineers. Attached Figure Description

[0046] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a schematic diagram of the process structure of the first embodiment of the present invention;

[0048] Figure 2 This is a schematic diagram of the structure of the second embodiment of the present invention. Detailed Implementation

[0049] To make the objectives, features, and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0050] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0052] Example 1

[0053] This invention provides a method for calculating the unsprung mass of a vehicle chassis. Please refer to [link / reference]. Figure 1 Specifically, it includes the following steps:

[0054] Step S1: Establish geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem based on the geometric and mechanical characteristic parameters of the whole vehicle and its components.

[0055] It should be noted that the simulation models of the suspension subsystem, stabilizer bar subsystem, and steering subsystem are built based on ADAMS (Automatic Analysis Software for Mechanical Systems Dynamics).

[0056] Step S2: Build a suspension model based on the subsystem established above, and input the weight of each part, preset the spring load ratio coefficient for each part, and input the corresponding suspension model wheel load design value; where the weight of each part is the actual mass of the part, and conduct a simulation analysis test of wheel unidirectional bounce to obtain the single-side wheel load of the first suspension model;

[0057] It should be noted that this embodiment is illustrated using the MacPherson strut suspension as an example. The components of the car chassis include the front lower control arm assembly, steering tie rod, brake and steering knuckle assembly, subframe, upper strut, lower strut, wheel bearings, wheel assembly, and stabilizer bar link assembly.

[0058] In this embodiment, before conducting the wheel unidirectional hop simulation analysis test, it is necessary to input the Number of Steps (levels) of the wheel unidirectional hop test as 1, and the Bump Travel (compression stroke) and Rebound Travel (rebound stroke) as 0 in the dialog box of the ADAMS simulation software. Then, the simulation analysis test is conducted, and the single-side wheel load of the first suspension model is recorded.

[0059] Step S3: Select one of the parts, and modify the weight of the part to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Perform wheel unidirectional bounce simulation analysis test to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model.

[0060] It should be noted that since changes in the mass of each part will cause changes in the single-side wheel load of the suspension model obtained from the simulation analysis test, when the weight of a part is successively modified to twice the actual mass of the part and four times the actual mass of the part, the input weight of other parts remains the actual mass of the part.

[0061] Step S4: Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional bouncy simulation analysis test, obtain the first and second spring load percentages.

[0062] Specifically, the formulas for calculating the first unsprung mass percentage and the second unsprung mass percentage are as follows:

[0063] First unsprung mass percentage = (Single-sided load of second suspension model - Single-sided load of first suspension model) / ((2 times the actual weight of the part - the actual weight of the part) * gravitational acceleration);

[0064] Second unsprung mass percentage = (Single-sided load of the third suspension model - Single-sided load of the first suspension model) / ((4 times the actual weight of the part - the actual weight of the part) * gravitational acceleration).

[0065] Step S5: Calculate whether the difference between the first spring load percentage and the second spring load percentage meets the requirements. If not, return to step S2 and correct the spring load ratio coefficient of the part.

[0066] In this embodiment, when |first spring load percentage - second spring load percentage| < 2%, the difference between the first spring load percentage and the second spring load percentage meets the requirement.

[0067] Step S6: Modify the weight of other parts to twice the actual mass of the parts and four times the actual mass of the parts in sequence, and modify the corresponding suspension model wheel load design value. Continue to carry out the wheel unidirectional bounce simulation analysis test to obtain the single-side wheel load of the second suspension model corresponding to twice the actual mass of the other parts and the single-side wheel load of the third suspension model corresponding to four times the actual mass of the other parts.

[0068] Step S7: Based on the single-side wheel load of the first suspension model obtained in step S2 and the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model obtained in step S6, calculate whether the difference between the first sprung mass percentage and the second sprung mass percentage meets the requirements. If not, return to step S6 and correct the sprung mass ratio coefficient of the part.

[0069] Similarly, if |first spring load percentage - second spring load percentage| < 2%, then the difference between the first spring load percentage and the second spring load percentage meets the requirement.

[0070] Step S8: Based on the corrected sprung load ratio coefficients of all parts, sequentially complete the wheel unidirectional bouncy simulation analysis test corresponding to the actual mass of each part, twice the actual mass of the part, and four times the actual mass of the part, and obtain the corresponding first unsprung load percentage and second unsprung load percentage.

[0071] As above, the percentage of unsprung mass = (single-sided load of the second suspension model - single-sided load of the first suspension model) / ((2 times the actual weight of the part - the actual weight of the part) * gravitational acceleration);

[0072] Second unsprung mass percentage = (Single-sided load of the third suspension model - Single-sided load of the first suspension model) / ((4 times the actual weight of the part - the actual weight of the part) * gravitational acceleration).

[0073] Step S9: Obtain the average percentage of unsprung mass for each part based on the first and second unsprung mass percentages of each part.

[0074] Step S10: Obtain the unsprung mass of each part based on the average percentage of the actual mass and unsprung mass of each part.

[0075] Step S11: Obtain the unsprung mass of the entire chassis based on the unsprung mass of each component.

[0076] Specifically, the unsprung mass of each part = ((first unsprung mass percentage + second unsprung mass percentage) / 2) * actual weight of each part;

[0077] The unsprung mass of the chassis = the sum of the unsprung masses of all parts * 2, see Table 1.

[0078] Table 1 Calculation Table of Unsprung Load of Parts

[0079]

[0080] This invention calculates the quotient of the weight change of each component and the single-side wheel load change to obtain the first and second unsprung mass percentages. The difference between these percentages is used to correct the sprung load ratio coefficient of each component. Then, based on the corrected sprung load ratio coefficients, the precise first and second unsprung mass percentages are obtained. These percentages are then used to derive the unsprung mass of each component, and finally, the unsprung mass of the vehicle chassis. This completely solves the previous problem of being unable to calculate and quantify the unsprung mass of components, significantly improving the accuracy of the vehicle's unsprung mass and providing a basis for accurately calculating the vehicle's natural frequency. It completely avoids the wasted work caused by large natural frequency deviations, providing an effective basis for component design and chassis tuning, and greatly reducing the amount of wasted work for suspension and vehicle dynamics engineers.

[0081] Example 2

[0082] This invention provides a system for calculating the unsprung mass of a chassis. Please refer to [link / reference]. Figure 2 Specifically, it includes:

[0083] The module is used to build geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem based on the geometric and mechanical characteristic parameters of the whole vehicle and its components.

[0084] The testing module is used to build a suspension model of the subsystem established above, input the weight of each part, the preset sprung load ratio coefficient of each part, and input the corresponding suspension model wheel load design value; conduct a simulation analysis test of wheel unidirectional bounce, obtain the single-side wheel load of the suspension model corresponding to the weight of each part, and determine whether the preset sprung load ratio coefficient meets the requirements based on the test results;

[0085] The acquisition module, if the preset sprung load ratio coefficient meets the requirements, obtains the unsprung mass of each part based on the weight of each part and the single-side wheel load of the suspension model corresponding to the weight of each part, and obtains the unsprung mass of the car chassis based on the unsprung mass of each part; otherwise, it corrects the preset sprung load ratio coefficient.

[0086] Specifically, the test module is used for:

[0087] Input the weight of each part as its actual mass, preset the spring load ratio coefficient of each part, input the corresponding suspension model wheel load design value, conduct a simulation analysis test of wheel unidirectional bounce, and obtain the single-side wheel load of the first suspension model;

[0088] Select one part, and modify its weight to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Conduct wheel unidirectional bounce simulation analysis tests to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model.

[0089] Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional hop simulation analysis test, the first and second spring load percentages are obtained.

[0090] Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part.

[0091] The weights of other parts were successively modified to twice the actual mass of the parts and four times the actual mass of the parts, and the corresponding suspension model wheel load design values ​​were modified. The wheel sway simulation analysis test was continued to obtain the single-side wheel load of the second suspension model corresponding to twice the actual mass of the other parts and the single-side wheel load of the third suspension model corresponding to four times the actual mass of the other parts.

[0092] Based on the obtained single-side wheel load of the first suspension model and the obtained single-side wheel loads of the second and third suspension models, calculate whether the difference between the first and second sprung mass percentages meets the requirements. If not, correct the sprung mass ratio coefficient of the part.

[0093] Example 3

[0094] The present invention provides a storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method as described in Embodiment 1.

[0095] Example 4

[0096] The present invention provides a terminal device, characterized in that it includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method described in Embodiment 2.

[0097] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on the invention.

[0098] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0099] Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily indicate the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0100] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for calculating the unsprung mass of an automobile chassis, characterized in that, Specifically, it includes: Geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem are established based on the geometric and mechanical characteristic parameters of the whole vehicle and its components. Build a suspension model for the subsystem established above, input the weight of each component, preset the sprung load ratio coefficient for each component, and input the corresponding suspension model wheel load design value; conduct a simulation analysis test of wheel unidirectional bounce to obtain the single-side wheel load of the suspension model corresponding to the weight of each component, and determine whether the preset sprung load ratio coefficient meets the requirements based on the test results; The above-established subsystem is used to build a suspension model, and the weight of each part is input, the spring load ratio coefficient of each part is preset, and the corresponding suspension model wheel load design value is input. A simulation analysis test of wheel unidirectional runout was conducted to obtain the single-sided wheel load of each component. Based on the test results, it was determined whether the preset sprung load ratio coefficient met the requirements. Specifically, this included: Input the weight of each part as its actual mass, preset the spring load ratio coefficient of each part, input the corresponding suspension model wheel load design value, conduct a simulation analysis test of wheel unidirectional bounce, and obtain the single-side wheel load of the first suspension model; Select one part, and modify its weight to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Conduct wheel unidirectional bounce simulation analysis tests to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model. Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional hop simulation analysis test, the first and second spring load percentages are obtained. Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part. If the preset sprung load ratio meets the requirements, the unsprung mass of each part is obtained based on the weight of each part and the single-side wheel load of the suspension model corresponding to the weight of each part. Based on the unsprung mass of each part, the unsprung mass of the vehicle chassis is obtained. If not, the preset sprung load ratio is corrected.

2. The method for calculating the unsprung mass of an automobile chassis according to claim 1, characterized in that, If the difference between the first and second spring load percentages meets the requirements, and if not, the process after correcting the spring load ratio coefficient for the part further includes: The weights of other parts were successively modified to twice the actual mass of the parts and four times the actual mass of the parts, and the corresponding suspension model wheel load design values ​​were modified. The wheel sway simulation analysis test was continued to obtain the single-side wheel load of the second suspension model corresponding to twice the actual mass of the other parts and the single-side wheel load of the third suspension model corresponding to four times the actual mass of the other parts. Based on the obtained single-side wheel load of the first suspension model and the obtained single-side wheel loads of the second and third suspension models, calculate whether the difference between the first and second sprung mass percentages meets the requirements. If not, correct the sprung mass ratio coefficient of the part.

3. The method for calculating the unsprung mass of an automobile chassis according to claim 2, characterized in that, The step of calculating whether the difference between the first sprung mass percentage and the second sprung mass percentage meets the requirements based on the obtained single-side wheel load of the first suspension model, the obtained single-side wheel load of the second suspension model, and the single-side wheel load of the third suspension model, and after correcting the sprung mass ratio coefficient of the part, further includes: Based on the corrected sprung load ratio coefficients of all parts, the wheel unidirectional bouncy simulation analysis test corresponding to the actual mass of each part, twice the actual mass of the part, and four times the actual mass of the part was completed in sequence to obtain the corresponding first unsprung load percentage and second unsprung load percentage. Based on the first and second unsprung mass percentages of each part, obtain the average unsprung mass percentage of each part. The unsprung mass of each part is obtained based on the average percentage of its actual mass and unsprung mass. The unsprung mass of the entire chassis is obtained based on the unsprung mass of each component.

4. The method for calculating the unsprung mass of an automobile chassis according to claim 3, characterized in that, The formulas for calculating the first unsprung mass percentage and the second unsprung mass percentage are as follows: First unsprung mass percentage = (Single-sided load of second suspension model - Single-sided load of first suspension model) / ((2 times the actual weight of the part - the actual weight of the part) * gravitational acceleration); Second unsprung mass percentage = (Single-sided load of the third suspension model - Single-sided load of the first suspension model) / ((4 times the actual weight of the part - the actual weight of the part) * gravitational acceleration).

5. The method for calculating the unsprung mass of an automobile chassis according to claim 4, characterized in that, The process of obtaining the unsprung mass of the entire chassis based on the unsprung mass of each component specifically includes: Unsprung mass of each part = ((first unsprung mass percentage + second unsprung mass percentage) / 2) * actual weight of each part; The unsprung mass of the chassis = the sum of the unsprung masses of all parts * 2.

6. A system for calculating the unsprung mass of a chassis, characterized in that, Specifically, it includes: The module is used to build geometric and simulation models of the suspension subsystem, stabilizer bar system, and steering subsystem based on the geometric and mechanical characteristic parameters of the whole vehicle and its components. The testing module is used to build a suspension model of the subsystem established above, input the weight of each part, the preset sprung load ratio coefficient of each part, and input the corresponding suspension model wheel load design value; conduct a simulation analysis test of wheel unidirectional bounce, obtain the single-side wheel load of the suspension model corresponding to the weight of each part, and determine whether the preset sprung load ratio coefficient meets the requirements based on the test results; The above-established subsystem is used to build a suspension model, and the weight of each part is input, the spring load ratio coefficient of each part is preset, and the corresponding suspension model wheel load design value is input. A simulation analysis test of wheel unidirectional runout was conducted to obtain the single-sided wheel load of each component. Based on the test results, it was determined whether the preset sprung load ratio coefficient met the requirements. Specifically, this included: Input the weight of each part as its actual mass, preset the spring load ratio coefficient of each part, input the corresponding suspension model wheel load design value, conduct a simulation analysis test of wheel unidirectional bounce, and obtain the single-side wheel load of the first suspension model; Select one part, and modify its weight to twice the actual mass of the part and four times the actual mass of the part in turn, and modify the corresponding suspension model wheel load design value. Conduct wheel unidirectional bounce simulation analysis tests to obtain the single-side wheel load of the second suspension model and the single-side wheel load of the third suspension model. Based on the changes in part weight and wheel load corresponding to the sequential wheel unidirectional hop simulation analysis test, the first and second spring load percentages are obtained. Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part. The acquisition module, if the preset sprung load ratio coefficient meets the requirements, obtains the unsprung mass of each part based on the weight of each part and the single-side wheel load of the suspension model corresponding to the weight of each part, and obtains the unsprung mass of the car chassis based on the unsprung mass of each part; otherwise, it corrects the preset sprung load ratio coefficient.

7. The system for calculating the unsprung mass of a chassis according to claim 6, characterized in that, The testing module is specifically used for: Calculate the difference between the first and second spring load percentages, and determine whether the difference meets the requirements. If not, adjust the spring load ratio coefficient of the part.

8. A storage medium having a computer program stored thereon, characterized in that, When the program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 5.

9. A terminal device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the steps of the method as described in any one of claims 1 to 5.

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