Powertrain mount load decomposition method and apparatus

Abstract

The application discloses a power assembly suspension load decomposition method and device, wherein the method comprises the following steps: establishing a power assembly suspension multi-body dynamics load decomposition model; when the front transmission torque of the transfer is 0, the first moment of the load working condition and gravity are applied at the center of mass position, and the first suspension load is calculated; when the front transmission torque of the transfer is not 0, the first moment, the second moment of the load working condition and gravity are applied at the center of mass position, and the second suspension load is calculated; the larger one between the first suspension load and the second suspension load is taken to carry out strength endurance examination on the suspension bracket; the application obtains the stress of the suspension bracket or the bracket under each working condition through load decomposition, considers the case that the four-wheel drive and the traditional four-wheel drive temporarily become two-wheel drive counter-torque, improves the simulation precision, avoids overdesign, saves the cost and solves the existing problems at the present stage.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain simulation design, and in particular to a method and apparatus for decomposing powertrain mounting loads. Background Technology

[0002] In the process of vehicle product development, the strength and durability calculations of powertrain suspension brackets and supports are crucial. Before strength and durability calculations, the load decomposition of the suspension hard points under various operating conditions is necessary. The accuracy and comprehensiveness of the load decomposition directly affect the correctness of the strength and durability performance assessment of the suspension brackets or supports. Currently, the load decomposition for front-engine four-wheel drive powertrain suspensions only considers the anti-rollback torques MX and MY acting on the powertrain housing under four-wheel drive conditions, and specifies the specific calculation methods for these anti-rollback torques MX and MY. However, it does not consider the anti-rollback torque situation when traditional four-wheel drive is temporarily converted to two-wheel drive (rear-wheel drive), which is insufficient in comprehensiveness. It also does not consider the maximum torque that can be provided when the wheels are not slipping, making it easy to fail the assessment. These problems urgently need to be solved. Summary of the Invention

[0003] The purpose of this invention is to provide a method and apparatus for decomposing powertrain mounting loads, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a method for decomposing powertrain mounting loads, comprising:

[0005] Establish a multibody dynamic load decomposition model for powertrain suspension;

[0006] When the transfer case forward torque is 0, the first torque and gravity of the load condition are applied at the center of gravity position, and the first suspension load is calculated. The center of gravity position is the center of gravity position of the powertrain in the load decomposition model. When the transfer case forward torque is 0, the first torque is MX, where MX is the anti-support torque of the longitudinal drive shaft, and the first suspension load is the suspension load of the load condition when the transfer case forward torque is 0.

[0007] When the transfer case forward transmission torque is not zero, the first torque, the second torque, and gravity are applied at the center of gravity position under load conditions, and the second suspension load is calculated. The second suspension load is the suspension load under load conditions when the transfer case forward transmission torque is not zero. When the transfer case forward transmission torque is not zero, the second torque is MY, and MY is the wheel's anti-rolling torque.

[0008] The greater of the first and second suspension loads is used to conduct a strength and durability test on the suspension bracket.

[0009] Furthermore, establishing a multibody dynamic load decomposition model for the powertrain mounting also includes:

[0010] Based on the powertrain mount point location, the coordinates of the hard points of the left, right, and rear mounts are input using ADAMS_Car software to establish the stiffness of the rubber mounts and bushings, and the rigid components of the powertrain.

[0011] Furthermore, template files and suspension bushing stiffness attribute files are created, assigning powertrain mass, center of mass position, and moment of inertia attributes, and assigning rubber bushing stiffness attributes.

[0012] Furthermore, when the transfer case forward torque is non-zero, the first torque, the second torque, and gravity are applied at the center of gravity, and the second suspension load is calculated, including:

[0013] Obtain the maximum non-slip torque that the wheel can provide;

[0014] Compare MY with the maximum non-slip torque that the wheel can provide, and take the smaller of the two as the second torque.

[0015] On the other hand, a powertrain suspension load dissipation device is provided, comprising:

[0016] Modeling unit, used to establish a multibody dynamic load decomposition model of powertrain suspension;

[0017] The first calculation unit is used to calculate MX and MY;

[0018] The second calculation unit is used to calculate the first suspension load and the second suspension load;

[0019] The determining unit is used to determine the second torque as MY or the maximum non-slip torque that the wheel can provide;

[0020] The analysis unit is used to perform strength and durability tests on the suspension bracket by using the larger of the first suspension load and the second suspension load.

[0021] Furthermore, the modeling unit also includes:

[0022] The input module is used to input the coordinates of the hard points of the left, right, and rear suspensions using ADAMS_Car software based on the position of the powertrain mounting points, and to establish the stiffness of the rubber mounts and bushings, as well as the rigid components of the powertrain.

[0023] The assignment module is used to assign powertrain mass, center of gravity position, and moment of inertia attributes, as well as rubber bushing stiffness attributes, based on the established template file and suspension bushing stiffness attribute file.

[0024] Furthermore, the judgment unit also includes:

[0025] The acquisition module is used to obtain the maximum non-slip torque that the wheel can provide;

[0026] The first comparison module is used to compare the magnitude of the maximum non-slip torque that MY or the wheel can provide;

[0027] The first judgment module is used to determine the larger of MY and the maximum non-slip torque that the wheel can provide as the second torque.

[0028] Furthermore, the analysis unit also includes:

[0029] The second comparison module is used to compare the magnitude between the first suspension load and the second suspension load;

[0030] The second judgment module is used to determine the greater of the first suspension load and the second suspension load to conduct a strength and durability test on the suspension bracket.

[0031] In another aspect, an electronic device is provided, the electronic device comprising:

[0032] One or more processors;

[0033] Storage device for storing one or more programs.

[0034] When the one or more programs are executed by the one or more processors, the one or more processors implement a powertrain suspension load decomposition method as described above.

[0035] In another aspect, a computer-readable storage medium is provided having a computer program stored thereon, characterized in that, when executed by a processor, the program implements a powertrain suspension load decomposition method as described above.

[0036] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention provides a strength and durability simulation verification method required in the design stage of vehicle product development. Before the strength and durability simulation, the load decomposition is used to obtain the force on the suspension bracket or bracket under various working conditions. It not only considers the anti-rolling torque MX and MY acting on the powertrain housing under four-wheel drive conditions, but also specifies the specific calculation method of the anti-rolling torque MX and MY under this condition. Furthermore, it considers the anti-rolling torque situation when traditional four-wheel drive is temporarily converted to two-wheel drive (rear drive). The powertrain suspension load decomposition method proposed in the present invention improves the simulation accuracy, avoids over-design, saves costs, and solves the existing problems. Attached Figure Description

[0037] Figure 1 This is a flowchart of the powertrain suspension load decomposition method in an embodiment of the present invention;

[0038] Figure 2 This is a flowchart illustrating the logic judgment of the powertrain mounting load decomposition method in an embodiment of the present invention.

[0039] Figure 3 This is a connection block diagram of the powertrain suspension load decomposition device in an embodiment of the present invention;

[0040] Figure 4 This is a schematic diagram of the front-mounted four-wheel drive powertrain model in an embodiment of the present invention;

[0041] Figure 5 This is a schematic diagram of the powertrain mounting and bracket positions in an embodiment of the present invention;

[0042] Figure 6 This is a schematic diagram of the anti-pull torque MX and MY in an embodiment of the present invention;

[0043] Figure 7 This is a schematic diagram showing the structural connection of an electronic device and a computer-readable storage medium in an embodiment of the present invention;

[0044] In the diagram: 10. Memory; 11. Processor; 12. Communication bus; 13. Communication interface; 14. Computer program; 15. Storage medium; 20. Powertrain; 21. Front final drive; 22. Front driveshaft; 23. Transfer case; 24. Rear driveshaft; 25. Rear final drive; 30. Left suspension; 31. Left suspension bracket; 32. Right suspension; 33. Right suspension bracket; 34. Rear suspension; 35. Rear suspension bracket. Detailed Implementation

[0045] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] In the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the 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, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0048] Please refer to the accompanying drawings in the specification. This invention provides a technical solution: such as... Figure 1 As shown, a method for decomposing powertrain mounting loads includes the following steps:

[0049] S102. Establish a multibody dynamic load decomposition model for powertrain suspension;

[0050] Specifically, based on the mounting point positions of the powertrain 20, the coordinates of the hard points of the left mounting 30, right mounting 32, and rear mounting 34 are input using ADAMS_Car software to establish the stiffness of the rubber mounts and bushings, and the rigid components of the powertrain.

[0051] Among them, such as Figure 4 The front-engine, four-wheel-drive powertrain system shown in the diagram has its total torque output from the powertrain 10. This torque is then transmitted via the transfer case 23, with a portion going from the front driveshaft 22 to the front final drive 21 and another portion from the rear driveshaft 24 to the rear final drive 25. When the torque distributed from the transfer case 23 to the front driveshaft 22 is zero, the total output torque is transmitted to the rear final drive 25 via the rear driveshaft 24. The resulting counter-rotating torque MX is larger than when the front torque is not zero. This is determined based on the powertrain mount point position. Figure 5 As shown, the hard point coordinates of the left suspension 30, right suspension 32 and rear suspension 34 are input using ADAMS_Car software to establish the stiffness of the rubber suspension and bushings, and the rigid body components of the powertrain.

[0052] Optionally, a template file and a suspension bushing stiffness attribute file can be created, assigning powertrain mass, center of mass position and moment of inertia attributes, and assigning rubber bushing stiffness attributes.

[0053] S104. When the transfer case forward torque is 0, apply the first torque and gravity of the load condition at the center of gravity position, and calculate the first suspension load. The center of gravity position is the center of gravity position of the powertrain in the load decomposition model. When the transfer case forward torque is 0, the first torque is MX, where MX is the anti-pull torque of the longitudinal drive shaft, and the first suspension load is the suspension load of the load condition when the transfer case forward torque is 0.

[0054] When the transfer case forward torque is 0, since the power is not transmitted to the front wheels, there is no reverse torque MY from the wheels, only reverse torque MX from the rear drive shaft. MX (drive shaft reverse torque) is calculated, and at the same time, various load conditions MX (drive shaft reverse torque) and gravity are applied to the center of gravity of the powertrain in the powertrain mounting load decomposition model. Then, the mounting loads under various conditions are calculated when the transfer case forward torque is 0.

[0055] S106. When the transfer case forward transmission torque is not 0, apply the first torque, the second torque and gravity of the load condition at the center of gravity position, and calculate the second suspension load, wherein the second suspension load is the suspension load of the load condition when the transfer case forward transmission torque is not 0, and the second torque when the transfer case forward transmission torque is not 0 is MY, where MY is the wheel's anti-rolling torque.

[0056] Specifically, obtain the maximum non-slip torque that the wheel can provide; compare MY with the maximum non-slip torque that the wheel can provide, and take the smaller of the two as the second torque.

[0057] Among them, such as Figure 6 As shown, when the transfer case forward transmission torque is not zero, the anti-rollover torque acting on the powertrain housing includes both the anti-rollover torque MY from the wheel and the anti-rollover torque MX from the rear drive shaft. After calculating the anti-rollover torque MY, it needs to be compared with the maximum torque that the actual wheel can provide without slipping, and the smaller of the two should be taken; otherwise, over-design may occur. In the powertrain mounting load decomposition model, various load conditions MX (anti-rollover torque from the drive shaft), MY (the smaller of the anti-rollover torque from the wheel and the maximum torque that the wheel can provide without slipping), and gravity are applied at the center of gravity of the powertrain. Then, the mounting load under each condition is calculated when the transfer case forward transmission torque is not zero.

[0058] S108. The greater of the first suspension load and the second suspension load is used to conduct a strength and durability test on the suspension bracket.

[0059] Among them, such as Figure 5 As shown, when comparing the magnitude of the suspension load under various load conditions when the forward torque of the split-drive is 0 and non-zero, the larger of the two values ​​for each load condition is taken to calculate the strength of the suspension bracket or support. Otherwise, under-design will occur, which poses a risk in the whole vehicle test. The suspension brackets include the left suspension bracket 31, the right suspension bracket 33, and the rear suspension bracket 35.

[0060] In the above embodiment, the six directions of the vehicle coordinate system are: the positive X-axis (direction 1) from the front to the rear of the vehicle, the positive Z-axis (direction 3) vertically upward, and the positive Y-axis of the vehicle coordinate system is governed by the right-hand screw rule. The rotation directions around the X, Y, and Z axes represent directions 4, 5, and 6, respectively.

[0061] Before decomposing the load on the front-engine four-wheel drive powertrain mounts, when the vehicle moves forward, when the engine outputs its maximum torque, after the transmission and reducer achieve deceleration and torque amplification, the driving torque is transmitted to the wheels. If the wheels are restricted from rotating for some reason at this time, the driving torque input to the wheels will react on the powertrain housing and further act on the powertrain mounts. This is the anti-rolling torque MY from the wheels. Similarly, when the engine's maximum torque is transmitted to the rear axle through the transmission and driveshaft, if the rotation of the longitudinal driveshaft is restricted for some reason, the torque acting on the driveshaft will react on the powertrain housing and further act on the powertrain mounts. This is the anti-rolling torque MX from the longitudinal driveshaft.

[0062] like Figure 2 As shown, a multibody dynamics load decomposition model of the powertrain suspension is first established, namely, the *.tpl template file and the suspension bushing stiffness attribute file. Mass, center of mass, and moment of inertia attributes of the powertrain are assigned. When the transfer case forward torque is 0, there is no anti-rollover torque MY from the wheels; only the anti-rollover torque MX from the longitudinal driveshaft needs to be calculated. MX and gravity for each load condition are applied to the center of mass of the powertrain in the powertrain suspension load decomposition model, and the suspension load for each condition is calculated. When the transfer case forward torque is not 0... At that time, calculate the anti-slip torque MX from the longitudinal drive shaft and the anti-slip torque MY from the wheel. Compare the anti-slip torque MY of the wheel with the maximum non-slip torque that the wheel can provide, and take the smaller of the two. Apply MX and MY (the smaller one) at the center of mass of the powertrain in the powertrain mounting load decomposition model. Calculate the mounting load for each working condition when the transfer case forward torque is not 0. Compare the mounting load for each working condition when the forward torque is 0 and not 0, and select the larger load to conduct strength and durability tests on the mounting bracket or bracket.

[0063] During the development of a complete vehicle, the strength and durability of the powertrain mounting brackets or supports must be guaranteed. If the mounting brackets or supports break during vehicle testing, the powertrain may fall, directly endangering the lives of the testing personnel. Before manufacturing the mounting brackets or supports, the design phase requires strength and durability simulation verification. Before this simulation, load decomposition is necessary to obtain the forces acting on the mounting brackets or supports under various operating conditions. Therefore, the accuracy and comprehensiveness of load decomposition are crucial. For the load decomposition of front-engine four-wheel drive powertrain mountings, only the anti-rollover torques MX and MY acting on the powertrain housing under four-wheel drive conditions are considered, and the specific calculation methods for these torques are specified. However, the anti-rollover torque in the case of a traditional four-wheel drive system temporarily switching to two-wheel drive (rear-wheel drive) is not considered, resulting in insufficient comprehensiveness and potential underperformance. Furthermore, the maximum torque that can be provided when the wheels are not slipping is not considered, leading to overperformance. This invention improves simulation accuracy while avoiding over-design, saving costs, and solving the existing problems.

[0064] On the other hand, a powertrain suspension load dissipation device is provided, comprising:

[0065] Modeling unit, used to establish a multibody dynamic load decomposition model of powertrain suspension;

[0066] The first calculation unit is used to calculate MX and MY;

[0067] The second calculation unit is used to calculate the first suspension load and the second suspension load;

[0068] The determining unit is used to determine the second torque as MY or the maximum non-slip torque that the wheel can provide;

[0069] The analysis unit is used to perform strength and durability tests on the suspension bracket by using the larger of the first suspension load and the second suspension load.

[0070] In the above embodiments, the modeling unit, based on the suspension point positions of the powertrain 20, uses ADAMS_Car software to input the hard point coordinates of the left suspension 30, right suspension 32, and rear suspension 34, establishes the stiffness of the rubber suspensions and bushings, the rigid body components of the powertrain, and establishes a multi-body dynamic load decomposition model of the powertrain suspensions, i.e., a *.tpl template file and a suspension bushing stiffness attribute file, assigning mass, center of mass position, and moment of inertia attributes to the powertrain, and assigning stiffness attributes to the rubber bushings; the first calculation unit calculates MX and MY. When the forward transmission torque of the transfer case is 0, the anti-pull torque MX from the longitudinal drive shaft is calculated; when the forward transmission torque of the transfer case is not 0, the anti-pull torque MX from the longitudinal drive shaft is calculated. The first unit calculates the anti-backlash torque MX from the longitudinal drive shaft and the anti-backlash torque MY from the wheels. The second unit calculates the first and second suspension loads. When the transfer case forward torque is 0, MX and gravity are applied to the center of gravity of the powertrain in the powertrain suspension load decomposition model to calculate the suspension load for each load condition. When the transfer case forward torque is not 0, MX and MY are applied to the center of gravity of the powertrain in the powertrain suspension load decomposition model to calculate the suspension load for each load condition when the transfer case forward torque is not 0. Finally, the analysis unit performs a strength and durability test on the suspension bracket using the larger of the first and second suspension loads.

[0071] Optionally, the modeling unit also includes:

[0072] The input module is used to input the coordinates of the hard points of the left, right, and rear suspensions using ADAMS_Car software based on the position of the powertrain mounting points, and to establish the stiffness of the rubber mounts and bushings, as well as the rigid components of the powertrain.

[0073] The assignment module is used to assign powertrain mass, center of gravity position, and moment of inertia attributes, as well as rubber bushing stiffness attributes, based on the established template file and suspension bushing stiffness attribute file.

[0074] Optionally, the judgment unit further includes:

[0075] The acquisition module is used to obtain the maximum non-slip torque that the wheel can provide;

[0076] The first comparison module is used to compare the magnitude of the maximum non-slip torque that MY or the wheel can provide;

[0077] The first judgment module is used to determine the larger of MY and the maximum non-slip torque that the wheel can provide as the second torque.

[0078] Optionally, the analysis unit may also include:

[0079] The second comparison module is used to compare the magnitude between the first suspension load and the second suspension load;

[0080] The second judgment module is used to determine the greater of the first suspension load and the second suspension load to conduct a strength and durability test on the suspension bracket.

[0081] On the other hand, such as Figure 7 As shown, an electronic device is provided, the electronic device comprising:

[0082] One or more processors 11;

[0083] Memory 10 is used to store one or more programs.

[0084] When the one or more programs are executed by the one or more processors 11, the one or more processors 11 implement a powertrain suspension load decomposition method as described above.

[0085] Specifically, the system includes a memory 10, a processor (CPU) 11, and a computer program 14. The computer program 14 is stored in the memory 10, and the processor 11 executes the computer program 14 to implement the powertrain suspension load decomposition method described in any of the above-mentioned embodiments. The control system also includes a communication interface 13 and a communication bus 12. The processor 11, communication interface 13, and memory 10 communicate via the communication bus 12. The communication bus 12 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. If the memory 10, processor 11, and communication interface 13 are integrated onto a single chip, they can communicate with each other through an internal interface.

[0086] The processor 11 may also be a specific integrated circuit or multiple integrated circuits.

[0087] On the other hand, such as Figure 7 As shown, a computer-readable storage medium 15 is provided, on which a computer program 14 is stored, which, when executed by a processor 11, implements a powertrain suspension load decomposition method as described above.

[0088] Specifically, computer program 14 may include program code, which includes computer operation instructions; memory 10, for storing computer program 14. Memory 10 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage; communication interface 13, for communicating with other network elements such as clients or other servers.

[0089] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art 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 appended claims and their equivalents.

Claims

1. A method for decomposing powertrain mounting loads, characterized in that, include: Establish a multibody dynamic load decomposition model for powertrain suspension; When the transfer case forward torque is 0, the first torque and gravity of the load condition are applied at the center of gravity position, and the first suspension load is calculated. The center of gravity position is the center of gravity position of the powertrain in the load decomposition model. When the transfer case forward torque is 0, the first torque is MX, where MX is the anti-support torque of the longitudinal drive shaft, and the first suspension load is the suspension load of the load condition when the transfer case forward torque is 0. When the transfer case forward transmission torque is not zero, the first torque, the second torque, and gravity are applied at the center of gravity position under load conditions, and the second suspension load is calculated. The second suspension load is the suspension load under load conditions when the transfer case forward transmission torque is not zero. When the transfer case forward transmission torque is not zero, the second torque is MY, and MY is the wheel's anti-rolling torque. The greater of the first and second suspension loads is used to conduct a strength and durability test on the suspension bracket.

2. The powertrain mounting load decomposition method according to claim 1, characterized in that, Establishing a multibody dynamic load decomposition model for powertrain suspension also includes: Based on the powertrain mount point location, the coordinates of the hard points of the left, right, and rear mounts are input using ADAMS_Car software to establish the stiffness of the rubber mounts and bushings, and the rigid components of the powertrain.

3. The powertrain mounting load decomposition method according to claim 2, characterized in that, Also includes: Create template files and suspension bushing stiffness attribute files, assign powertrain mass, center of mass position and moment of inertia attributes, and assign rubber bushing stiffness attributes.

4. The powertrain mounting load decomposition method according to claim 1, characterized in that, When the transfer case forward torque is non-zero, apply the first torque, the second torque, and gravity at the center of gravity, and calculate the second suspension load, including: Obtain the maximum non-slip torque that the wheel can provide; Compare MY with the maximum non-slip torque that the wheel can provide, and take the smaller of the two as the second torque.

5. A powertrain mounting load decomposition device, employing the powertrain mounting load decomposition method according to any one of claims 1 to 4, characterized in that, include: Modeling unit, used to establish a multibody dynamic load decomposition model of powertrain suspension; The first calculation unit is used to calculate MX and MY; The second calculation unit is used to calculate the first suspension load and the second suspension load; The determining unit is used to determine the second torque as MY or the maximum non-slip torque that the wheel can provide; The analysis unit is used to perform strength and durability tests on the suspension bracket by using the larger of the first suspension load and the second suspension load.

6. A powertrain suspension load dispersing device according to claim 5, characterized in that, The modeling unit also includes: The input module is used to input the coordinates of the hard points of the left, right, and rear suspensions using ADAMS_Car software based on the position of the powertrain mounting points, and to establish the stiffness of the rubber mounts and bushings, as well as the rigid components of the powertrain. The assignment module is used to assign powertrain mass, center of gravity position, and moment of inertia attributes, as well as rubber bushing stiffness attributes, based on the established template file and suspension bushing stiffness attribute file.

7. A powertrain suspension load dispersing device according to claim 5, characterized in that, It also includes a judgment unit, which includes: The acquisition module is used to obtain the maximum non-slip torque that the wheel can provide; The first comparison module is used to compare the magnitude of the maximum non-slip torque that MY or the wheel can provide; The first judgment module is used to determine the larger of MY and the maximum non-slip torque that the wheel can provide as the second torque.

8. A powertrain suspension load dispersing device according to claim 5, characterized in that, The analysis unit also includes: The second comparison module is used to compare the magnitude between the first suspension load and the second suspension load; The second judgment module is used to determine the greater of the first suspension load and the second suspension load to conduct a strength and durability test on the suspension bracket.

9. An electronic device, characterized in that, The electronic device includes: One or more processors; Storage device for storing one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors implement a powertrain suspension load decomposition method as described in any one of claims 1 to 4.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements a powertrain suspension load decomposition method as described in any one of claims 1 to 4.

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