Automobile suspension bumper block stiffness and length design method, device, equipment and medium

Abstract

This invention belongs to the field of vehicle engineering technology, specifically providing a method, device, equipment, and medium for designing the stiffness and length of automotive suspension buffer blocks. The method includes the following steps: establishing a suspension dynamics model; performing parallel wheel bounce simulation analysis on the suspension dynamics model; confirming the buffer block clearance when the wheel bounce travel meets the target value of the contact clearance travel; calculating the length of the buffer block; confirming the buffer block stiffness when the 2G wheel bounce travel meets the target value of the handling limit travel; confirming the buffer block force value when passing through the 2G wheel bounce travel, and determining the buffer block compression amount L3 based on the buffer block force value; confirming the buffer block stiffness after adjusting the buffer block compression amount L3 when the 5G wheel bounce travel meets the target value of the wheel bounce limit travel; and outputting the length of the buffer block and the stiffness of all buffer blocks. Considering the change in the buffer block lever ratio during suspension movement helps to avoid discomfort for passengers when driving over small bumps or potholes.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, specifically to methods, devices, equipment, and media for designing the stiffness and length of automotive suspension buffer blocks. Background Technology

[0002] As the carrier supporting the entire vehicle body structure, the automotive suspension system is like the foundation of a skyscraper, bearing a serious and important mission. It is the medium for all force transmission connections between the vehicle frame and the axles or wheels. Its function is to connect the forces and torques acting between the wheels and the frame, buffer the impact force transmitted to the vehicle body from uneven road surfaces, and alleviate the resulting vibrations to ensure the smoothness of the vehicle. The suspension system integrates multiple forces, which not only affect the stability and handling of the vehicle, but also the comfort of the passengers.

[0003] With increasing demands for handling stability and smoothness from automotive suspension systems and passengers, the requirements for the length and stiffness of bump stops in various vehicles are also becoming more stringent. The mechanical properties of the bump stops directly determine the total suspension travel, vehicle handling stability, ride comfort, and peak vehicle load. Excessive travel can affect the space available for component placement, while insufficient travel may lead to insufficient energy absorption by the suspension during vehicle bounces, impacting ride comfort. Simultaneously, the energy storage capacity of the bump stops affects the peak vehicle load; greater energy storage results in a lower peak load and makes it easier to meet component strength requirements. Under full load, the bump stops are compressed; the softer the bump stop, the greater the compression under full load, resulting in a lower ground clearance. Furthermore, bump stops can increase the vehicle's vertical and roll stiffness, providing lateral support during cornering and reducing roll gradient.

[0004] The technical problem to be solved in this application is how to provide a design method for the stiffness and length of automotive suspension buffer blocks. Summary of the Invention

[0005] The purpose of this invention is to rationally design the length and stiffness of the buffer block. In view of this, the present invention provides a method, device, equipment and medium for designing the stiffness and length of automotive suspension buffer blocks.

[0006] In a first aspect, the present invention provides a method for designing the stiffness and length of a car suspension buffer block, comprising the following steps:

[0007] Establish a suspension dynamics model;

[0008] Parallel wheel bounce simulation analysis was performed on the established suspension dynamics model. When the wheel bounce stroke met the target value of the contact clearance stroke, the buffer block clearance was confirmed.

[0009] The length of the buffer block is calculated using the distance from a point on the buffer block to the contact point and the gap between the buffer blocks.

[0010] The suspension dynamics model was simulated and analyzed under parallel wheel bounce conditions while satisfying the buffer block gap. When the 2G wheel bounce travel met the target value of the handling and stability limit travel, the stiffness of the buffer block was confirmed.

[0011] Read the curve showing the relationship between wheel travel and buffer block force, confirm the buffer block force value when passing through the 2G wheel travel, and determine the buffer block compression amount L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel travel meeting the handling stability limit travel target value is the buffer block stiffness at or below the buffer block compression amount L3.

[0012] Under the conditions of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under the parallel wheel jump condition. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the buffer block stiffness after adjustment is confirmed to be above the buffer block compression amount L3.

[0013] Output the length of the buffer block and the stiffness of all buffer blocks.

[0014] As a further limitation of the technical solution of the present invention, the step of establishing the suspension dynamics model includes the following:

[0015] The target values ​​for contact clearance travel, handling limit travel, and wheel bounce limit travel are set based on the overall vehicle performance.

[0016] As a further limitation of the technical solution of the present invention, the steps of establishing the suspension dynamics model include:

[0017] Obtain the vehicle's suspension type and interpret the structure of the suspension and steering systems;

[0018] Extracting hard points from the digital model;

[0019] Establish templates for the suspension system, steering system, and stabilizer bar;

[0020] In Adams / car's standard mode, the suspension, steering, and stabilizer bar subsystems are built using templates created in the Template.

[0021] The subsystems are assembled into a single assembly.

[0022] The extracted hard points are input into the assembly, a property file is written and assigned to the assembly, and a suspension dynamics model is generated.

[0023] As a further limitation of the technical solution of the present invention, a parallel wheel bounce simulation analysis is performed on the established suspension dynamics model. When the wheel bounce stroke meets the target value of the contact clearance stroke, the step of confirming the buffer block clearance includes:

[0024] Input the initial clearance value to perform parallel wheel bounce simulation analysis on the established suspension dynamics model, and extract the relationship curve between wheel bounce and buffer block force in the post-processing module;

[0025] Read the wheel travel distance when the buffer block is just applied, that is, the wheel travel distance when it contacts the buffer block;

[0026] The wheel travel distance when contacting the buffer block is compared with the set target value of the contact gap travel distance;

[0027] If the wheel bounce travel when contacting the buffer block is greater than the set target value of the contact clearance travel, then reduce the clearance value in the suspension dynamics model;

[0028] If the wheel bounce travel when contacting the buffer block is less than the set target value for contact clearance travel, then increase the clearance value in the suspension dynamics model;

[0029] When the wheel travel when contacting the buffer block meets the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is confirmed to be the buffer block clearance.

[0030] As a further limitation of the technical solution of the present invention, when performing parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap, before confirming the buffer block stiffness step when the 2G wheel bounce travel meets the handling stability limit travel target value, the following steps are included:

[0031] Calculate the wheel center load at the handling stability limit travel and the wheel center load at the wheel hop limit travel;

[0032] Among them, the wheel center load at the limit of handling travel: F L2g =M*g / 2;

[0033] Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2;

[0034] F L2g : The maximum travel wheel center load for stable handling;

[0035] F L5g Wheel center load at wheel jump limit travel;

[0036] M: Half-loaded front or rear axle mass;

[0037] M 满 : Fully loaded front or rear axle mass;

[0038] m: Unsprung mass of the front or rear axle.

[0039] g: acceleration due to gravity.

[0040] As a further limitation of the technical solution of the present invention, under the condition of satisfying the buffer block gap, a parallel wheel bounce simulation analysis is performed on the suspension dynamics model. When the 2G wheel bounce travel meets the target value of the handling stability limit travel, the step of confirming the buffer block stiffness includes: modifying the buffer block stiffness in the buffer block attribute file to make the 2G wheel bounce travel meet the target value of the handling stability limit travel, and confirming the buffer block stiffness; specifically including:

[0041] Under the condition of satisfying the buffer block gap, the suspension dynamics model is simulated and analyzed under parallel wheel bounce conditions to establish the relationship curve between wheel bounce stroke and wheel center load.

[0042] By calculating the wheel center load at the handling limit travel, the wheel jump travel under the wheel center load at the handling limit travel is read from the curve of wheel jump travel and wheel center load, which is the 2G wheel jump travel.

[0043] Compare the 2G wheel jump travel with the set target value of the handling stability limit travel;

[0044] If the 2G wheel jump travel exceeds the set target value of the handling stability limit travel, then modify the buffer block property file to increase the buffer block stiffness;

[0045] If the 2G wheel jump travel is less than the set target value of the handling stability limit travel, then modify the buffer block property file to reduce the buffer block stiffness;

[0046] When the 2G wheel travel meets the target value of the handling stability limit travel, confirm the stiffness of the buffer block.

[0047] As a further limitation of the technical solution of the present invention, under the condition of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under parallel wheel jump conditions. When the 5G wheel jump travel meets the target value of the wheel jump limit travel, the step of confirming the buffer block stiffness after adjustment of the buffer block compression amount L3 or more includes: adjusting the stiffness of the buffer block above the buffer block compression amount L3 to make the 5G wheel jump travel meet the target value of the wheel jump limit travel, and confirming the buffer block stiffness after adjustment of the buffer block compression amount L3 or more; specifically including:

[0048] Under the conditions of satisfying the buffer block gap and the confirmed buffer block stiffness, the suspension dynamics model is simulated again under the parallel wheel bounce condition to establish the relationship curve between wheel bounce stroke and wheel center load.

[0049] By calculating the wheel center load of the wheel jump limit travel, the wheel jump travel under the wheel center load of the wheel jump limit travel is read from the relationship curve between wheel jump travel and wheel center load, which is the 5G wheel jump travel;

[0050] Compare the 5G wheel jump distance with the set target value for the wheel jump limit distance;

[0051] If the 5G wheel jump travel exceeds the set wheel jump limit travel target value, then modifying the buffer block attribute file will only increase the stiffness of the buffer block compression amount L3 and above.

[0052] If the 5G wheel jump travel is less than the set wheel jump limit travel target value, then modifying the buffer block property file will only reduce the stiffness of the buffer block compression amount L3 and above.

[0053] When the 5G wheel jump travel meets the target value of the wheel jump limit travel, confirm the stiffness of the buffer block after the adjustment of the buffer block compression amount L3 or above.

[0054] Secondly, the present invention provides a device for designing the stiffness and length of a car suspension buffer block, including a model building module, a buffer block gap simulation confirmation module, a buffer block length calculation module, a buffer block stiffness simulation confirmation module, a buffer block compression calculation module, a buffer block stiffness simulation adjustment module, and an output module.

[0055] The model building module is used to build the suspension dynamics model;

[0056] The buffer block gap simulation confirmation module is used to perform parallel wheel bounce simulation analysis on the established suspension dynamics model. When the wheel bounce stroke meets the target value of the contact gap stroke, the buffer block gap is confirmed.

[0057] The buffer block length calculation module is used to calculate the length of the buffer block using the distance from a point on the buffer block to the contact point and the gap between the buffer blocks;

[0058] The buffer block stiffness simulation and confirmation module is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap. When the 2G wheel bounce travel meets the target value of the handling and stability limit travel, the stiffness of the buffer block is confirmed.

[0059] The buffer block compression calculation module is used to read the relationship curve between the wheel jump stroke and the buffer block force, confirm the buffer block force value when passing through the 2G wheel jump stroke, and determine the buffer block compression L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel jump stroke meeting the handling stability limit stroke target value is the buffer block stiffness at or below the buffer block compression L3.

[0060] The buffer block stiffness simulation and adjustment module is used to perform parallel wheel jump simulation analysis on the suspension dynamics model again under the condition of satisfying the buffer block gap and the buffer block stiffness. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the adjusted buffer block stiffness above the buffer block compression amount L3 is confirmed.

[0061] The output module is used to output the length of the buffer blocks and the stiffness of all buffer blocks.

[0062] As a further limitation of the technical solution of the present invention, the device also includes a preset value module, which is used to set the target value of contact clearance travel, the target value of handling limit travel, and the target value of wheel jump limit travel based on the overall vehicle performance.

[0063] As a further limitation of the technical solution of the present invention, the model building module includes an acquisition unit, a hard point extraction unit, a template building unit, a subsystem building unit, an assembly unit, and a model generation unit;

[0064] The acquisition unit is used to acquire the suspension type of the vehicle model and interpret the structure of the suspension system and steering system;

[0065] The hard point extraction unit is used to extract hard points from the digital model;

[0066] The template creation unit is used to create templates for the suspension system, steering system, and stabilizer bar.

[0067] The subsystem creation unit is used to create the suspension, steering, and stabilizer bar subsystems in Adams / car's standard mode using templates created in the Template.

[0068] An assembly unit is used to assemble various subsystems into an assembly.

[0069] The model generation unit is used to input the extracted hard points into the assembly, write the attribute file, assign it to the assembly, and generate the suspension dynamics model.

[0070] As a further limitation of the technical solution of the present invention, the buffer block gap simulation confirmation module includes a first execution unit, a first wheel jump stroke reading unit, a first comparison and adjustment unit, and a first confirmation unit;

[0071] The first execution unit is used to input the initial clearance value to perform parallel wheel bounce simulation analysis on the established suspension dynamics model, and extract the relationship curve between wheel bounce and the force on the buffer block in the post-processing module.

[0072] The first wheel jump stroke reading unit is used to read the wheel jump stroke when the buffer block is just subjected to force, that is, the wheel jump stroke when it contacts the buffer block;

[0073] The first comparison and adjustment unit is used to compare the wheel travel when contacting the buffer block with the set target value of the contact clearance travel; if the wheel travel when contacting the buffer block is greater than the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is reduced; if the wheel travel when contacting the buffer block is less than the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is increased.

[0074] The first confirmation unit is used to confirm that the clearance value in the suspension dynamics model is the buffer block clearance when the wheel travel when contacting the buffer block meets the set contact clearance travel target value.

[0075] As a further limitation of the technical solution of the present invention, the device also includes a calculation module for calculating the wheel core load of the handling and stability limit travel and the wheel core load of the wheel jump limit travel.

[0076] Among them, the wheel center load at the limit of handling travel: F L2g =M*g / 2;

[0077] Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2;

[0078] F L2g : The maximum travel wheel center load for stable handling;

[0079] F L5g Wheel center load at wheel jump limit travel;

[0080] M: Half-loaded front or rear axle mass;

[0081] M 满 : Fully loaded front or rear axle mass;

[0082] m: Unsprung mass of the front or rear axle.

[0083] g: acceleration due to gravity.

[0084] As a further limitation of the technical solution of the present invention, the buffer block stiffness simulation confirmation module includes a second execution unit, a second wheel jump stroke reading unit, a second comparison and adjustment unit, and a second confirmation unit;

[0085] The second execution unit is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap, and to establish the relationship curve between wheel bounce stroke and wheel center load.

[0086] The second wheel jump travel reading unit is used to read the wheel jump travel under the wheel center load of the handling and stability limit travel by calculating the wheel center load of the wheel center travel on the relationship curve between wheel jump travel and wheel center load, i.e., the 2G wheel jump travel;

[0087] The second comparison and adjustment unit is used to compare the 2G wheel jump travel with the set target value of the handling stability limit travel; if the 2G wheel jump travel is greater than the set target value of the handling stability limit travel, the buffer block attribute file is modified to increase the stiffness of the buffer block; if the 2G wheel jump travel is less than the set target value of the handling stability limit travel, the buffer block attribute file is modified to decrease the stiffness of the buffer block.

[0088] The second confirmation unit is used to confirm the stiffness of the buffer block when the 2G wheel travel meets the target value of the handling stability limit travel.

[0089] As a further limitation of the technical solution of the present invention, the buffer block stiffness simulation adjustment module includes a third execution unit, a third wheel jump stroke reading unit, a third comparison and adjustment unit, and a third confirmation unit;

[0090] The third execution unit is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model again under the condition of satisfying the buffer block gap and the confirmed buffer block stiffness, and to establish the relationship curve between wheel bounce stroke and wheel center load.

[0091] The third wheel jump travel reading unit is used to read the wheel jump travel under the wheel jump limit wheel center load on the relationship curve between wheel jump travel and wheel center load by calculating the wheel center load of the wheel jump limit travel, that is, the 5G wheel jump travel;

[0092] The third comparison and adjustment unit is used to compare the 5G wheel jump travel with the set wheel jump limit travel target value; if the 5G wheel jump travel is greater than the set wheel jump limit travel target value, the buffer block attribute file is modified to only increase the stiffness of the buffer block compression amount L3 or more; if the 5G wheel jump travel is less than the set wheel jump limit travel target value, the buffer block attribute file is modified to only decrease the stiffness of the buffer block compression amount L3 or more.

[0093] The third confirmation unit is used to confirm the stiffness of the buffer block after the compression amount L3 is adjusted when the 5G wheel jump stroke meets the target value of the wheel jump limit stroke.

[0094] Thirdly, the present invention also provides an electronic device, the electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; the memory storing computer program instructions executable by the at least one processor, the computer program instructions being executed by the at least one processor to enable the at least one processor to execute the automotive suspension buffer stiffness and length design method as described in the first aspect.

[0095] Fourthly, the present invention also provides a non-transitory computer-readable storage medium that stores computer instructions that cause the computer to execute the automotive suspension buffer stiffness and length design method as described in the first aspect.

[0096] As can be seen from the above technical solutions, the present invention has the following advantages:

[0097] (1) The influence of the deformation of elastic components such as bushings and springs on the buffer stiffness and clearance is fully considered.

[0098] (2) The wheel center travel when contacting the buffer block determines the vehicle's ride comfort and roll support; the use of a dynamic model can fully consider the change in the buffer block lever ratio during suspension movement, making the gap design more accurate, which is beneficial for the vehicle to avoid frequent contact with the buffer block when driving over small bumps or potholes, thus avoiding discomfort for the driver and passengers; when the vehicle rolls during a turn, it can contact the buffer block, which plays a role in roll support.

[0099] (3) 2G wheel jump travel reflects the amount of tire jump when the tire leaves the ground. It is the limit of wheel jump for handling and smoothness performance. A reasonable design of 2G wheel jump travel is more conducive to the design of handling and smoothness performance.

[0100] (4) The limit of tire bounce is determined by the full load 5G wheel bounce stroke. The buffer block is limited, which is more conducive to determining the limit value of the buffer block. The compression of the buffer block at 2G and 5G wheel bounce is analyzed by dynamic model. Then the force value of the buffer block is determined by attribute file, and the stiffness curve of the buffer block is reasonably designed.

[0101] Furthermore, the design principle of this invention is reliable, the structure is simple, and it has a very wide range of application prospects.

[0102] Therefore, it is evident that the present invention has outstanding substantive features and significant progress compared with the prior art, and the beneficial effects of its implementation are also obvious. Attached Figure Description

[0103] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0104] Figure 1 This is a schematic flowchart of a method according to an embodiment of the present invention.

[0105] Figure 2 This is a schematic flowchart of a method according to another embodiment of the present invention.

[0106] Figure 3 This is a schematic block diagram of an apparatus according to an embodiment of the present invention.

[0107] Figure 4 This is a schematic diagram of the suspension dynamics model in an embodiment of the present invention.

[0108] Figure 5 This is a schematic diagram showing the gaps between the buffer blocks and the distance from the vertex of the buffer block to the contact point.

[0109] Figure 6 This is a schematic diagram of the buffer block length.

[0110] Figure 7 This is a schematic diagram of the buffer block attribute file in the suspension dynamics model.

[0111] Figure 8 This is a schematic diagram showing the relationship between the 2G and 5G wheel center loads and wheel bounce travel in the suspension dynamics model.

[0112] Figure 9 This is a schematic diagram showing the relationship between the force on the buffer block and the wheel bounce. Detailed Implementation

[0113] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0114] like Figure 1 As shown, this embodiment of the invention provides a method for designing the stiffness and length of a car suspension buffer block, including the following steps:

[0115] SS1: Establish the suspension dynamics model;

[0116] SS2: Perform parallel wheel bounce simulation analysis on the established suspension dynamics model. When the wheel bounce travel meets the target value of the contact clearance travel, confirm the buffer block clearance.

[0117] SS3: Calculate the length of the buffer block using the distance from the point on the buffer block to the contact point and the gap between the buffer blocks;

[0118] SS4: Perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap. When the 2G wheel bounce travel meets the target value of the handling stability limit travel, confirm the buffer block stiffness. In this step, the buffer block stiffness in the buffer block attribute file is modified to make the 2G wheel bounce travel meet the target value of the handling stability limit travel, and the buffer block stiffness is confirmed.

[0119] SS5: Read the relationship curve between wheel travel and buffer block force, confirm the buffer block force value when passing through 2G wheel travel, and determine the buffer block compression amount L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel travel meeting the handling stability limit travel target value is the buffer block stiffness at or below the buffer block compression amount L3.

[0120] SS6: Under the condition of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under the parallel wheel jump condition. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the stiffness of the buffer block after adjustment above the buffer block compression amount L3 is confirmed. In this step, the stiffness of the 5G wheel jump stroke meets the target value of the wheel jump limit stroke by adjusting the stiffness above the buffer block compression amount L3, and the stiffness of the buffer block after adjustment above the buffer block compression amount L3 is confirmed.

[0121] SS7: Outputs the length of the buffer blocks and the stiffness of all buffer blocks.

[0122] like Figure 2 As shown, this embodiment of the invention provides a method for designing the stiffness and length of a car suspension buffer block, including the following steps:

[0123] S1: Set the target values ​​for contact clearance travel, handling limit travel, and wheel bounce limit travel based on the overall vehicle performance.

[0124] S2: Establish the suspension dynamics model;

[0125] This step specifically includes: obtaining the vehicle's suspension type and interpreting the structure of the suspension and steering systems; extracting hard points from the digital model; creating templates for the suspension system, steering system, and stabilizer bar; in Adams / car's standard mode, using the templates created in the Templates, building the suspension, steering, and stabilizer bar subsystems; assembling each subsystem into an assembly; inputting the extracted hard points into the assembly, writing attribute files, assigning them to the assembly, and generating the suspension dynamics model, as shown below. Figure 4 As shown.

[0126] S3: Input the initial clearance value to perform parallel wheel bounce simulation analysis on the established suspension dynamics model, and extract the relationship curve between wheel bounce and buffer block force in the post-processing module;

[0127] S4: Read the wheel jump distance when the buffer block is just subjected to force, that is, the wheel jump distance when it contacts the buffer block;

[0128] S5: Compare the wheel travel distance when contacting the buffer block with the set target value for the contact gap travel distance;

[0129] S6: Does the wheel travel when contacting the buffer block meet the set target value for contact gap travel?

[0130] If so, proceed to step S9;

[0131] If not, when the wheel travel when contacting the buffer block is greater than the set target value of the contact gap travel, proceed to step S7;

[0132] When the wheel travel distance when contacting the buffer block is less than the set target value for the contact gap travel distance, step S8 is executed;

[0133] S7: Reduce the clearance value in the suspension dynamics model; perform parallel wheel bounce simulation analysis on the established suspension dynamics model again; execute step S4;

[0134] S8: Increase the clearance value in the suspension dynamics model; perform parallel wheel bounce simulation analysis on the established suspension dynamics model again; execute step S4;

[0135] S9: Confirm the buffer block gap;

[0136] S10: Calculate the length of the buffer block using the distance from the point on the buffer block to the contact point and the buffer block gap mentioned in step S9;

[0137] S11: Calculate the wheel center load for the handling limit travel and the wheel center load for the wheel hop limit travel;

[0138] Among them, the wheel center load at the limit of handling travel: F L2g =M*g / 2;

[0139] Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2;

[0140] F L2g : The maximum travel wheel center load for stable handling;

[0141] F L5g Wheel center load at wheel jump limit travel;

[0142] M: Half-loaded front or rear axle mass;

[0143] M 满 : Fully loaded front or rear axle mass;

[0144] m: Unsprung mass of the front or rear axle.

[0145] g: acceleration due to gravity;

[0146] S12: Under the buffer block clearance confirmed in step S9, perform parallel wheel bounce simulation analysis on the suspension dynamics model and establish the relationship curve between wheel bounce stroke and wheel center load.

[0147] S13: By calculating the wheel center load of the handling limit travel, read the wheel jump travel under the wheel center load of the handling limit travel from the relationship curve between wheel jump travel and wheel center load, that is, the 2G wheel jump travel;

[0148] S14: Compare the 2G wheel jump travel with the set target value of the handling stability limit travel;

[0149] S15: Does the 2G wheel travel meet the set target value for handling stability limit travel?

[0150] If so, proceed to step S18;

[0151] If not, when the 2G wheel travel exceeds the set target value for handling and stability limit travel, proceed to step S16; when the 2G wheel...

[0152] If the jump stroke is less than the set target value of the handling stability limit stroke, proceed to step S17;

[0153] S16: Modify the buffer block property file to increase the buffer block stiffness; perform parallel wheel bounce simulation analysis on the suspension dynamics model again, and execute step S13;

[0154] S17: Modify the buffer block property file to reduce the buffer block stiffness; perform parallel wheel bounce simulation analysis on the suspension dynamics model again, and execute step S13.

[0155] S18: Confirm the stiffness of the buffer block; Proceed to step S19;

[0156] S19: Read the relationship curve between wheel jump stroke and buffer block force to confirm the buffer block force value when passing through 2G wheel jump stroke;

[0157] S20: In the buffer block property file, determine the buffer block compression amount L3 by the buffer block force value during the 2G wheel jump stroke; wherein, the buffer block stiffness confirmed in step S18 is the buffer block stiffness at or below the buffer block compression amount L3.

[0158] S21: Under the condition that the buffer block gap confirmed in step S9 and the buffer block stiffness confirmed in step S18 are satisfied, the suspension dynamics model is simulated again under the parallel wheel bounce condition to establish the relationship curve between wheel bounce stroke and wheel center load.

[0159] S22: By calculating the wheel center load of the wheel jump limit travel, read the wheel jump travel under the wheel center load of the wheel jump limit travel from the relationship curve between wheel jump travel and wheel center load, that is, the 5G wheel jump travel;

[0160] S23: Compare the 5G wheel jump travel with the set target value for the wheel jump limit travel;

[0161] S24: Does the 5G wheel jump travel meet the set target value for wheel jump limit travel?

[0162] If so, proceed to step S27;

[0163] If not, if the 5G wheel travel is greater than the set wheel travel limit target value, proceed to step S25; if the 5G wheel travel is less than the set wheel travel limit target value, proceed to step S26.

[0164] S25: Modify the buffer block property file to only increase the stiffness of the buffer block compression amount L3 and above; perform parallel wheel bounce simulation analysis on the suspension dynamics model again, and execute step S22.

[0165] S26: Modify the buffer block property file to reduce the stiffness of the buffer block compression amount L3 and above; perform parallel wheel bounce simulation analysis on the suspension dynamics model again, and execute step S22;

[0166] S27: Confirm the stiffness of the buffer block after adjusting the compression amount L3 or more;

[0167] S28: Output the buffer block length calculated in step S10, and the buffer block stiffness confirmed in S18 and S27.

[0168] This invention also provides a method for designing the stiffness and length of a car suspension buffer block, the specific process of which is as follows:

[0169] Step 1: Decompose system targets by considering overall vehicle performance targets. For example, for vehicle control with high overall performance requirements, a certain support rod is needed during cornering. Based on subjective evaluations of benchmark models (e.g., the Lynk & Co 01's buffer block intervenes late, resulting in smoother vehicle movement during roll control, but the support rod is relatively weaker) and contact gap travel (the Lynk & Co 01's contact gap travel is 30mm), in order to meet overall vehicle performance requirements, the system target contact buffer block travel can be set to [15~20]mm to avoid premature contact with the buffer block; similarly, the handling stability limit travel and wheel jump limit travel can be set.

[0170] Step 2, Establishing the suspension dynamics model:

[0171] 1) First, you need to understand the suspension type of the vehicle and interpret the structure of the suspension system, steering system, etc. in detail (by observing the actual vehicle and analyzing the digital model);

[0172] 2) Use CATIA software to extract hard points from the digital model;

[0173] 3) Create suspension system, steering system, and stabilizer bar templates in Adams / car's Template;

[0174] 4) In the standard mode of Adams / car, use the templates created in the Template to build the subsystems of suspension system, steering system, and stabilizer bar;

[0175] 5) Then assemble the subsystems into an assembly;

[0176] 6) Then input the hard points extracted by CATIA into the assembly, write the attribute files for bushings, springs, shock absorbers, etc., and assign them to the assembly. A complete suspension dynamics model is now established.

[0177] Step 3: Perform parallel wheel bounce simulation analysis on the model. Extract the relationship curve between wheel bounce and the force on the buffer block in the post-processing module. Read the wheel bounce stroke when the buffer block is about to be subjected to force. This is the wheel bounce stroke when contacting the buffer block. Compare it with the contact gap stroke target set in Step 1. If the wheel bounce stroke when contacting the buffer block is greater than the set target, decrease the gap value in the model. If the wheel bounce stroke when contacting the buffer block is less than the set target, increase the gap value in the model.

[0178] Step 4: Repeat step 3 to ensure the wheel travel meets the target value for the contact gap travel; determine the buffer block gap.

[0179] Step 5: Determine the length of the buffer block using the buffer block gap determined in Step 4 and the distance from the vertex of the buffer block to the contact point: L = L1 - L2;

[0180] Where L: buffer block length; e.g. Figure 6 As shown;

[0181] L1: The distance from the vertex of the buffer block to the contact point;

[0182] L2: Buffer block gap; such as Figure 5 As shown.

[0183] Step 6: Determine the wheel center load at the limit of handling stability and the wheel center load at the limit of wheel swerve.

[0184] Wheel center load at the limit of handling travel: F L2g =M*g / 2;

[0185] Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2;

[0186] Note: F L2g : The maximum travel wheel center load for stable handling;

[0187] F L5g Wheel center load at wheel jump limit travel;

[0188] M: Half-loaded front or rear axle mass;

[0189] M 满 : Fully loaded front or rear axle mass;

[0190] m: Unsprung mass of the front or rear axle;

[0191] g: acceleration due to gravity;

[0192] Step 7: Under the condition that the buffer block clearance value in Step 4 is met, perform a parallel wheel bounce simulation analysis on the model to establish the relationship curve between wheel bounce stroke and wheel center load. Using the wheel center load at the handling limit stroke calculated in Step 6, read the wheel bounce stroke from the relationship curve between wheel bounce stroke and wheel center load. If the wheel bounce stroke under the handling limit stroke wheel center load is greater than the target set in Step 1, modify the buffer block attribute file (increase the buffer block stiffness). If the wheel bounce stroke under the handling limit stroke wheel center load is less than the target set in Step 1, modify the buffer block attribute file (decrease the buffer block stiffness). A schematic diagram of the buffer block attribute file is shown below. Figure 7 As shown.

[0193] Step 8: Repeat step 7 to ensure that the 2G wheel jump stroke meets the target value of the stable limit stroke, and confirm the stiffness of the buffer block;

[0194] Step 9: Read the relationship curve between wheel jump stroke and buffer block force, determine the force value of the buffer block at 2G wheel jump stroke, and then determine the compression amount L3 of the buffer block in the buffer block property file through the buffer block force value at 2G wheel jump stroke.

[0195] Step 10: Under the conditions of satisfying the buffer block gap in Step 4 and the buffer block stiffness in Step 8, perform a parallel wheel bounce simulation analysis on the model to establish the relationship curve between wheel bounce stroke and wheel center load, as shown in the figure. Figure 8 As shown, the wheel center load of the wheel jump limit stroke calculated in step 6 is used to read the wheel jump stroke on the relationship curve between wheel jump stroke and wheel center load. If the wheel jump stroke under the wheel center load of the wheel jump limit stroke is greater than the target set in step 1, then the buffer block attribute file is modified (only the stiffness of the buffer block compression amount L3 and above is increased, while the stiffness below L3 remains unchanged). If the wheel jump stroke under the wheel center load of the wheel jump limit stroke is less than the target set in step 1, then the buffer block attribute file is modified (only the stiffness of the buffer block compression amount L3 and above is decreased, while the stiffness below L3 remains unchanged).

[0196] Step 11, repeat step 10 to ensure the 5G wheel travel meets the target value of the wheel travel limit, and determine the stiffness of the buffer block after adjusting the compression amount L3 or higher; the relationship between the force on the buffer block and the wheel travel is as follows. Figure 9 As shown;

[0197] Step 12: Output the buffer block stiffness from Steps 11 and 8, and the buffer block length from Step 5, which are the required buffer block stiffness and length.

[0198] like Figure 3As shown, this embodiment of the invention provides a device for designing the stiffness and length of an automotive suspension buffer block, including a model building module, a buffer block gap simulation confirmation module, a buffer block length calculation module, a buffer block stiffness simulation confirmation module, a buffer block compression calculation module, a buffer block stiffness simulation adjustment module, and an output module.

[0199] The model building module is used to build the suspension dynamics model;

[0200] The buffer block gap simulation confirmation module is used to perform parallel wheel bounce simulation analysis on the established suspension dynamics model. When the wheel bounce stroke meets the target value of the contact gap stroke, the buffer block gap is confirmed.

[0201] The buffer block length calculation module is used to calculate the length of the buffer block using the distance from a point on the buffer block to the contact point and the gap between the buffer blocks;

[0202] The buffer block stiffness simulation and confirmation module is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap. When the 2G wheel bounce travel meets the target value of the handling and stability limit travel, the stiffness of the buffer block is confirmed.

[0203] The buffer block compression calculation module is used to read the relationship curve between the wheel jump stroke and the buffer block force, confirm the buffer block force value when passing through the 2G wheel jump stroke, and determine the buffer block compression L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel jump stroke meeting the handling stability limit stroke target value is the buffer block stiffness at or below the buffer block compression L3.

[0204] The buffer block stiffness simulation and adjustment module is used to perform parallel wheel jump simulation analysis on the suspension dynamics model again under the condition of satisfying the buffer block gap and the buffer block stiffness. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the adjusted buffer block stiffness above the buffer block compression amount L3 is confirmed.

[0205] The output module is used to output the length of the buffer blocks and the stiffness of all buffer blocks.

[0206] The device also includes a preset value module, which is used to set the target values ​​for contact clearance travel, handling limit travel, and wheel bounce limit travel based on the overall vehicle performance.

[0207] Specifically, the model building module includes an acquisition unit, a hard point extraction unit, a template building unit, a subsystem building unit, an assembly unit, and a model generation unit;

[0208] The acquisition unit is used to acquire the suspension type of the vehicle model and interpret the structure of the suspension system and steering system;

[0209] The hard point extraction unit is used to extract hard points from the digital model;

[0210] The template creation unit is used to create templates for the suspension system, steering system, and stabilizer bar.

[0211] The subsystem creation unit is used to create the suspension, steering, and stabilizer bar subsystems in Adams / car's standard mode using templates created in the Template.

[0212] An assembly unit is used to assemble various subsystems into an assembly.

[0213] The model generation unit is used to input the extracted hard points into the assembly, write the attribute file, assign it to the assembly, and generate the suspension dynamics model.

[0214] In some embodiments, the buffer block gap simulation confirmation module includes a first execution unit, a first round jump stroke reading unit, a first comparison and adjustment unit, and a first confirmation unit;

[0215] The first execution unit is used to input the initial clearance value to perform parallel wheel bounce simulation analysis on the established suspension dynamics model, and extract the relationship curve between wheel bounce and the force on the buffer block in the post-processing module.

[0216] The first wheel jump stroke reading unit is used to read the wheel jump stroke when the buffer block is just subjected to force, that is, the wheel jump stroke when it contacts the buffer block;

[0217] The first comparison and adjustment unit is used to compare the wheel travel when contacting the buffer block with the set target value of the contact clearance travel; if the wheel travel when contacting the buffer block is greater than the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is reduced; if the wheel travel when contacting the buffer block is less than the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is increased.

[0218] The first confirmation unit is used to confirm that the clearance value in the suspension dynamics model is the buffer block clearance when the wheel travel when contacting the buffer block meets the set contact clearance travel target value.

[0219] In some embodiments, the device further includes a calculation module for calculating the wheel hub load at the handling limit travel and the wheel hub load at the wheel jump limit travel;

[0220] Among them, the wheel center load at the limit of handling travel: F L2g =M*g / 2;

[0221] Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2;

[0222] F L2g : The maximum travel wheel center load for stable handling;

[0223] F L5g Wheel center load at wheel jump limit travel;

[0224] M: Half-loaded front or rear axle mass;

[0225] M 满 : Fully loaded front or rear axle mass;

[0226] m: Unsprung mass of the front or rear axle.

[0227] g: acceleration due to gravity

[0228] In some embodiments, the buffer block stiffness simulation verification module includes a second execution unit, a second round jump stroke reading unit, a second comparison and adjustment unit, and a second verification unit;

[0229] The second execution unit is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap, and to establish the relationship curve between wheel bounce stroke and wheel center load.

[0230] The second wheel jump travel reading unit is used to read the wheel jump travel under the wheel center load of the handling and stability limit travel by calculating the wheel center load of the wheel center travel on the relationship curve between wheel jump travel and wheel center load, i.e., the 2G wheel jump travel;

[0231] The second comparison and adjustment unit is used to compare the 2G wheel jump travel with the set target value of the handling stability limit travel; if the 2G wheel jump travel is greater than the set target value of the handling stability limit travel, the buffer block attribute file is modified to increase the stiffness of the buffer block; if the 2G wheel jump travel is less than the set target value of the handling stability limit travel, the buffer block attribute file is modified to decrease the stiffness of the buffer block.

[0232] The second confirmation unit is used to confirm the stiffness of the buffer block when the 2G wheel travel meets the target value of the handling stability limit travel.

[0233] In some embodiments, the buffer block stiffness simulation adjustment module includes a third execution unit, a third round jump stroke reading unit, a third comparison adjustment unit, and a third confirmation unit;

[0234] The third execution unit is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model again under the condition of satisfying the buffer block gap and the confirmed buffer block stiffness, and to establish the relationship curve between wheel bounce stroke and wheel center load.

[0235] The third wheel jump travel reading unit is used to read the wheel jump travel under the wheel jump limit wheel center load on the relationship curve between wheel jump travel and wheel center load by calculating the wheel center load of the wheel jump limit travel, that is, the 5G wheel jump travel;

[0236] The third comparison and adjustment unit is used to compare the 5G wheel jump travel with the set wheel jump limit travel target value; if the 5G wheel jump travel is greater than the set wheel jump limit travel target value, the buffer block attribute file is modified to only increase the stiffness of the buffer block compression amount L3 or more; if the 5G wheel jump travel is less than the set wheel jump limit travel target value, the buffer block attribute file is modified to only decrease the stiffness of the buffer block compression amount L3 or more.

[0237] The third confirmation unit is used to confirm the stiffness of the buffer block after the compression amount L3 is adjusted when the 5G wheel jump stroke meets the target value of the wheel jump limit stroke.

[0238] This invention also provides an electronic device, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, communication interface, and memory communicate with each other via the communication bus. The communication bus can be used for information transmission between the electronic device and sensors. The processor can call logical instructions in the memory to execute the following methods: establishing a suspension dynamics model; performing parallel wheel bounce simulation analysis on the established suspension dynamics model, confirming the buffer block clearance when the wheel bounce travel meets the contact clearance travel target value; calculating the length of the buffer block using the distance from a point on the buffer block to the contact point and the buffer block clearance; performing parallel wheel bounce working condition simulation analysis on the suspension dynamics model under the condition of meeting the buffer block clearance, confirming the buffer block stiffness when the 2G wheel bounce travel meets the handling stability limit travel target value; and reading the relationship between the wheel bounce travel and the force on the buffer block. The curve is used to confirm the buffer block force value during the 2G wheel jump stroke, and the buffer block compression amount L3 is determined based on the buffer block force value. The buffer block stiffness confirmed by the 2G wheel jump stroke meeting the handling and stability limit stroke target value is the buffer block stiffness at or below the buffer block compression amount L3. Under the condition of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under parallel wheel jump conditions. When the 5G wheel jump stroke meets the wheel jump limit stroke target value, the buffer block stiffness adjusted above the buffer block compression amount L3 is confirmed. The length of the buffer block and the stiffness of all buffer blocks are output.

[0239] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0240] This invention provides a non-transitory computer-readable storage medium storing computer instructions that cause a computer to execute the method provided in the above-described method embodiments. These instructions include, for example,: establishing a suspension dynamics model; performing parallel wheel bounce simulation analysis on the established suspension dynamics model; confirming the buffer block clearance when the wheel bounce travel meets the contact clearance travel target value; calculating the length of the buffer block using the distance from a point on the buffer block to the contact point and the buffer block clearance; and performing parallel wheel bounce working condition simulation analysis on the suspension dynamics model while meeting the buffer block clearance requirement, confirming the buffer block clearance when the 2G wheel bounce travel meets the handling stability limit travel target value. At that time, confirm the buffer block stiffness; read the relationship curve between wheel jump stroke and buffer block force, confirm the buffer block force value when passing through 2G wheel jump stroke, and determine the buffer block compression amount L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel jump stroke meeting the handling stability limit stroke target value is the buffer block stiffness at or below the buffer block compression amount L3; under the condition of satisfying the buffer block gap and the buffer block stiffness, perform parallel wheel jump condition simulation analysis on the suspension dynamics model again, and when the 5G wheel jump stroke meets the wheel jump limit stroke target value, confirm the buffer block stiffness after adjustment above the buffer block compression amount L3; output the length of the buffer block and the stiffness of all buffer blocks.

[0241] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the invention should also be covered within the protection scope of the invention. Therefore, the protection scope of the invention should be determined by the scope of the claims.

Claims

1. A method for designing the stiffness and length of a car suspension buffer block, characterized in that, Includes the following steps: Establish a suspension dynamics model; Parallel wheel bounce simulation analysis was performed on the established suspension dynamics model. When the wheel bounce stroke met the target value of the contact clearance stroke, the buffer block clearance was confirmed. The length of the buffer block is calculated using the distance from the point on the buffer block to the contact point and the gap between the buffer blocks; The suspension dynamics model was simulated and analyzed under parallel wheel bounce conditions while satisfying the buffer block gap. When the 2G wheel bounce travel met the target value of the handling and stability limit travel, the stiffness of the buffer block was confirmed. Read the curve showing the relationship between wheel travel and buffer block force, confirm the buffer block force value when passing through the 2G wheel travel, and determine the buffer block compression amount L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel travel meeting the handling stability limit travel target value is the buffer block stiffness at or below the buffer block compression amount L3. Under the conditions of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under the parallel wheel jump condition. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the buffer block stiffness after adjustment is confirmed to be above the buffer block compression amount L3. Output the length of the buffer block and the stiffness of all buffer blocks.

2. The method for designing the stiffness and length of a car suspension buffer block according to claim 1, characterized in that, The steps before establishing a suspension dynamics model include: The target values ​​for contact clearance travel, handling limit travel, and wheel bounce limit travel are set based on the overall vehicle performance.

3. The method for designing the stiffness and length of a car suspension buffer block according to claim 2, characterized in that, The steps to establish a suspension dynamics model include: Obtain the vehicle's suspension type and interpret the structure of the suspension and steering systems; Extracting hard points from the digital model; Establish templates for the suspension system, steering system, and stabilizer bar; In Adams / car's standard mode, the suspension, steering, and stabilizer bar subsystems are built using templates created in the Template. The subsystems are assembled into a single assembly. The extracted hard points are input into the assembly, a property file is written and assigned to the assembly, and a suspension dynamics model is generated.

4. The method for designing the stiffness and length of a car suspension buffer block according to claim 3, characterized in that, Parallel wheel bounce simulation analysis was performed on the established suspension dynamics model. When the wheel bounce travel met the target value of the contact clearance travel, the steps to confirm the buffer block clearance included: Input the initial clearance value to perform parallel wheel bounce simulation analysis on the established suspension dynamics model, and extract the relationship curve between wheel bounce and buffer block force in the post-processing module; Read the wheel travel distance when the buffer block is just applied, that is, the wheel travel distance when it contacts the buffer block; The wheel travel distance when contacting the buffer block is compared with the set target value of the contact gap travel distance; If the wheel bounce travel when contacting the buffer block is greater than the set target value of the contact clearance travel, then reduce the clearance value in the suspension dynamics model; If the wheel bounce travel when contacting the buffer block is less than the set target value for contact clearance travel, then increase the clearance value in the suspension dynamics model; When the wheel travel when contacting the buffer block meets the set target value of the contact clearance travel, the clearance value in the suspension dynamics model is confirmed to be the buffer block clearance.

5. The method for designing the stiffness and length of a car suspension buffer block according to claim 4, characterized in that, Before performing a parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block clearance, and confirming the buffer block stiffness step when the 2G wheel bounce travel meets the target value of the handling stability limit travel, the following steps are included: Calculate the wheel center load at the handling stability limit travel and the wheel center load at the wheel hop limit travel; Among them, the wheel center load at the limit of the handling travel is: F L2g =M*g / 2; Wheel center load at wheel jump limit travel: F L5g =5*(M 满 -m)*g / 2; F L2g : The maximum travel wheel center load for stable handling; F L5g Wheel center load at wheel jump limit travel; M: Half-loaded front or rear axle mass; M 满 : Fully loaded front or rear axle mass; m: Unsprung mass of the front or rear axle; g: acceleration due to gravity.

6. The method for designing the stiffness and length of a car suspension buffer block according to claim 5, characterized in that, The suspension dynamics model is simulated under parallel wheel bounce conditions while satisfying the buffer block clearance. When the 2G wheel bounce travel meets the target value of the handling stability limit travel, the steps to confirm the buffer block stiffness include: Under the condition of satisfying the buffer block gap, the suspension dynamics model is simulated and analyzed under parallel wheel bounce conditions to establish the relationship curve between wheel bounce stroke and wheel center load. By calculating the wheel center load at the handling limit travel, the wheel jump travel under the wheel center load at the handling limit travel is read from the curve of wheel jump travel and wheel center load, which is the 2G wheel jump travel. Compare the 2G wheel jump travel with the set target value of the handling stability limit travel; If the 2G wheel jump travel exceeds the set target value of the handling stability limit travel, then modify the buffer block property file to increase the buffer block stiffness; If the 2G wheel jump travel is less than the set target value of the handling stability limit travel, then modify the buffer block property file to reduce the buffer block stiffness; When the 2G wheel travel meets the target value of the handling stability limit travel, confirm the stiffness of the buffer block.

7. The method for designing the stiffness and length of a car suspension buffer block according to claim 6, characterized in that, Under the conditions of satisfying the buffer block gap and the buffer block stiffness, the suspension dynamics model is simulated again under parallel wheel bounce conditions. When the 5G wheel bounce travel meets the target value of the wheel bounce limit travel, the steps to confirm the adjusted buffer block stiffness above the buffer block compression amount L3 include: Under the conditions of satisfying the buffer block gap and the confirmed buffer block stiffness, the suspension dynamics model is simulated again under the parallel wheel bounce condition to establish the relationship curve between wheel bounce stroke and wheel center load. By calculating the wheel center load of the wheel jump limit travel, the wheel jump travel under the wheel center load of the wheel jump limit travel is read from the relationship curve between wheel jump travel and wheel center load, which is the 5G wheel jump travel; Compare the 5G wheel jump distance with the set target value for the wheel jump limit distance; If the 5G wheel jump travel exceeds the set wheel jump limit travel target value, then modifying the buffer block attribute file will only increase the stiffness of the buffer block compression amount L3 and above. If the 5G wheel jump travel is less than the set wheel jump limit travel target value, then modifying the buffer block property file will only reduce the stiffness of the buffer block compression amount L3 and above. When the 5G wheel jump travel meets the target value of the wheel jump limit travel, confirm the stiffness of the buffer block after the adjustment of the buffer block compression amount L3 or above.

8. A device for designing the stiffness and length of a car suspension buffer block, characterized in that, It includes a model building module, a buffer block gap simulation confirmation module, a buffer block length calculation module, a buffer block stiffness simulation confirmation module, a buffer block compression calculation module, a buffer block stiffness simulation adjustment module, and an output module; The model building module is used to build the suspension dynamics model; The buffer block gap simulation confirmation module is used to perform parallel wheel bounce simulation analysis on the established suspension dynamics model. When the wheel bounce stroke meets the target value of the contact gap stroke, the buffer block gap is confirmed. The buffer block length calculation module is used to calculate the length of the buffer block using the distance from a point on the buffer block to the contact point and the gap between the buffer blocks; The buffer block stiffness simulation and confirmation module is used to perform parallel wheel bounce simulation analysis on the suspension dynamics model under the condition of satisfying the buffer block gap. When the 2G wheel bounce travel meets the target value of the handling and stability limit travel, the stiffness of the buffer block is confirmed. The buffer block compression calculation module is used to read the relationship curve between the wheel jump stroke and the buffer block force, confirm the buffer block force value when passing through the 2G wheel jump stroke, and determine the buffer block compression L3 based on the buffer block force value; wherein, the buffer block stiffness confirmed by the 2G wheel jump stroke meeting the handling stability limit stroke target value is the buffer block stiffness at or below the buffer block compression L3. The buffer block stiffness simulation and adjustment module is used to perform parallel wheel jump simulation analysis on the suspension dynamics model again under the condition of satisfying the buffer block gap and the buffer block stiffness. When the 5G wheel jump stroke meets the target value of the wheel jump limit stroke, the adjusted buffer block stiffness above the buffer block compression amount L3 is confirmed. The output module is used to output the length of the buffer blocks and the stiffness of all buffer blocks.

9. An electronic device, characterized in that, The electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor; the memory stores computer program instructions executable by the at least one processor, the computer program instructions being executed by the at least one processor to enable the at least one processor to perform the automotive suspension buffer stiffness and length design method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium stores computer instructions that cause the computer to execute the automotive suspension buffer stiffness and length design method as described in any one of claims 1 to 7.

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