Vehicle chassis design method and related equipment
By constructing vehicle dynamics models and blocked design and calculating subordinate design variables, the problem of low efficiency in traditional vehicle chassis design is solved, and more efficient design process and performance stability are achieved.
Patent Information
- Application Number
- CN202411195712.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-29
- Publication Date
- 2024-12-13
AI Technical Summary
Traditional vehicle chassis design methods require designing a complete chassis expansion structure before verification. If the verification results are not passed, it needs to be overturned and started over again, resulting in a long time and low efficiency.
By building a vehicle dynamic model based on the chassis suspension frequency and vehicle sports center, block design, calculate subordinate design variables, and judge whether the target performance parameters are matched through simulation performance parameters. If it does not match, recalculate until all Constraint conditions and target performance parameters to determine the vehicle chassis design plan.
It shortens the time-consuming chassis design, improves design efficiency, realizes the hybrid stability design of chassis performance, and solves the problem of mutual coupling of design factors.
Smart Images
Figure CN119129098A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle chassis design method and related equipment. Background Art
[0002] The chassis is a key component of the car and is crucial to the performance, reliability and cost of the whole vehicle. Chassis performance design consists of five core elements: handling stability, comfort, durability, noise vibration and harshness (NVH) and cost, and different design factors have different effects on the five core elements. The traditional design method gradually converges the design through continuous structural iteration, verification and iteration. Since the complete chassis topology structure needs to be designed before verification, the chassis topology structure needs to be overturned and re-designed if the verification result fails, which results in a long time-consuming and inefficient chassis design. Therefore, how to improve the design efficiency of the vehicle chassis is a problem that needs to be solved urgently. Summary of the invention
[0003] In view of this, the present application provides a vehicle chassis design method and related equipment, which can improve the efficiency of vehicle chassis design.
[0004] In a first aspect, an embodiment of the present invention provides a vehicle chassis design method, comprising:
[0005] Constructing a vehicle dynamics model based on chassis suspension frequency and vehicle motion center; the vehicle dynamics model includes a comfort block, a roll control block, and a lateral dynamic performance block;
[0006] Calculating the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block respectively based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block;
[0007] Inputting the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters;
[0008] Determining whether the simulation performance parameter matches all target performance parameters of the comfort block, target performance parameters of the roll control block, and target performance parameters corresponding to the lateral dynamic performance block;
[0009] If yes, determining a vehicle chassis design scheme based on the calculated dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamics performance block;
[0010] If not, the dependent design variables are recalculated.
[0011] In a possible implementation, the independent design variables include known design variables and assumed design variables; and the dependent design variables of the comfort block, the roll control block, and the lateral dynamic performance block are calculated based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block, and the lateral dynamic performance block, respectively, including:
[0012] Calculating the subordinate design variables of any one of the comfort block, the roll control block and the lateral dynamic performance block;
[0013] The dependent design variables of any one of the blocks are used as assumed design variables of the remaining two blocks, and the dependent design variables of the remaining two blocks are calculated.
[0014] In a possible implementation, taking the dependent design variables of any one of the blocks as assumed design variables of the remaining two blocks and calculating the dependent design variables of the remaining two blocks includes:
[0015] Calculating subordinate design variables of the comfort zone according to target performance parameters of the comfort zone, known design variables of the comfort zone, and assumed design variables of the comfort zone;
[0016] Calculating the subordinate design variables of the roll control block according to the target performance parameter of the roll control block, the known design variables of the roll control block, the assumed design variables of the roll control block, and the subordinate design variables of the comfort block;
[0017] The subordinate design variables of the lateral dynamic performance block are calculated according to the target performance parameters of the lateral dynamic performance block, the known design variables of the lateral dynamic performance block, the assumed design variables of the lateral dynamic performance block, the subordinate design variables of the comfort block and the subordinate design variables of the roll control block.
[0018] In a possible implementation, determining a vehicle chassis design scheme based on the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block includes:
[0019] Determining a chassis topology structure according to the subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block;
[0020] Determining a target chassis material and a target chassis forging process according to the chassis topology structure;
[0021] The vehicle chassis design solution is obtained according to the chassis topology structure, target chassis material and target chassis forging process.
[0022] In a possible implementation, before determining a target chassis material and a target chassis forging process according to the chassis topology structure, the method further includes:
[0023] Obtaining strain energy distribution information according to the chassis topology structure, chassis target design space, static load conditions, and dynamic load conditions;
[0024] Obtaining a key load transfer path according to the strain energy distribution information;
[0025] The chassis topology is optimized with the goal of minimizing strain energy.
[0026] In a possible implementation, the method further includes:
[0027] According to the key load transfer path and the optimized chassis topology structure, a subframe load path reinforcement design structure, a subframe weight reduction hole design structure and a subframe reinforcement raised rib design structure are obtained.
[0028] In a possible implementation, determining a target chassis material and a target chassis forging process according to the chassis topology structure includes:
[0029] Determining candidate chassis materials and candidate chassis forging processes according to the chassis topology structure;
[0030] Determining a predicted chassis weight according to the chassis topology structure, the candidate chassis material, and the candidate chassis forging process;
[0031] Determining whether the predicted chassis weight is less than or equal to a target weight;
[0032] If yes, determining the candidate chassis material as the target chassis material, and determining the candidate chassis forging process as the target chassis forging process;
[0033] If not, the candidate chassis material and the candidate chassis forging process are re-determined according to the chassis topology structure.
[0034] In a second aspect, an embodiment of the present invention provides a vehicle chassis design device, comprising:
[0035] A model building module, used to build a vehicle dynamics model based on chassis suspension frequency and vehicle motion center; the vehicle dynamics model includes a comfort block, a roll control block and a lateral dynamic performance block;
[0036] A dependent variable calculation module, configured to calculate the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block respectively based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block;
[0037] a processing module, configured to input the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters;
[0038] A judgment module, used to judge whether the simulation performance parameter matches all the target performance parameters of the comfort block, the target performance parameters of the roll control block, and the target performance parameters corresponding to the lateral dynamic performance block;
[0039] A design module is used to determine a vehicle chassis design solution based on the calculated dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamic performance block.
[0040] In a third aspect, an embodiment of the present invention provides an electronic device, including:
[0041] at least one processor;
[0042] The processor is coupled to a memory, wherein:
[0043] The memory stores program instructions that can be executed by the processor, and the processor can execute the first to second methods by calling the program instructions.
[0044] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions enable the computer to execute the methods described in the first to second aspects.
[0045] It should be understood that the second to fourth aspects of the embodiments of the present invention are consistent with the technical solutions of the first aspect of the embodiments of the present invention, and the beneficial effects achieved by each aspect and the corresponding feasible implementation methods are similar and will not be described in detail.
[0046] In the embodiment of the present invention, a vehicle dynamics model is constructed and the chassis performance is divided into blocks. The hybrid stability design of chassis performance is realized through block-by-block integrated design, the design variables are solved in the blocks, and the connection logic relationship between blocks is established to solve the problem of mutual coupling of design factors between various subsystems of the vehicle, shorten the time consumption of chassis design, and increase design efficiency. BRIEF DESCRIPTION OF THE DRAWINGS
[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.
[0048] Figure 1 A flow chart of a vehicle chassis design method provided by an embodiment of the present invention;
[0049] Figure 2 A schematic diagram of strain energy distribution information provided by an embodiment of the present invention;
[0050] Figure 3 A schematic diagram of a sub-frame load path reinforcement design provided by an embodiment of the present invention;
[0051] Figure 4 A schematic diagram of a subframe weight reduction hole design provided by an embodiment of the present invention;
[0052] Figure 5 A schematic diagram of a design scheme for a raised rib of a subframe provided in an embodiment of the present invention;
[0053] Figure 6 A schematic diagram of the structure of a vehicle chassis design device provided by an embodiment of the present invention;
[0054] Figure 7 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION
[0055] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.
[0056] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.
[0057] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.
[0058] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.
[0059] In view of the problem of low design efficiency in current vehicle chassis design, an embodiment of the present invention provides a Figure 1 A vehicle chassis design method is provided in an embodiment of the present invention. Figure 1 As shown in , the method includes:
[0060] Step 101: construct a vehicle dynamics model based on chassis suspension frequency and vehicle motion center. The vehicle dynamics model includes a comfort block, a roll control block, and a lateral dynamic performance block.
[0061] Among them, the vehicle's motion center includes the center of mass, pitch center, spring center, bounce center, and roll center.
[0062] Step 102 , based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block, respectively, the subordinate design variables of the comfort block, the roll control block and the lateral dynamic performance block are calculated.
[0063] Among them, independent design variables specifically refer to variables whose specific values or value ranges have been determined, and are known design variables. Dependent design variables are variables whose values or value ranges are unknown, and a merging process is required to settle the specific values or value ranges. Different blocks correspond to different target performance parameters, independent design variables are not exactly the same, and dependent design variables are not exactly the same. In a single block, the dependent design variables of the block are solved according to the target performance parameters of the block and the independent design variables. Among them, there are constraints on the dependent design variables, and the corresponding constraints must be met when calculating the dependent design variables. Optionally, the constraints can be implemented in the form of a value range, that is, each dependent design variable corresponds to a value range, and the value of the obtained dependent design variable should be within the value range, thereby constraining the value of the dependent design variable to be within the range specified by the user.
[0064] Specifically, independent design variables include known design variables and assumed design variables. Known design variables are determined hardware parameters, such as actual data such as wheelbase and layout data. Assumed design variables are similar values or analogy values obtained based on experience and calculation of benchmark data, such as vehicle roll rotation inertia.
[0065] In a specific example, the target performance parameters corresponding to the comfort zone may include five road conditions, namely: good road and paved road, bad road and unpaved road and fast deceleration, good road and bad road and fast deceleration and braking, braking, and rough road. Each road condition includes different target performance parameters.
[0066] Among them, the target performance parameters corresponding to good roads and paved roads may include: front suspension frequency deviation, rear suspension frequency deviation and front-to-rear frequency ratio = 1.2. The target performance parameters corresponding to bad roads, unpaved roads and fast deceleration may include: front suspension STROKE amount, front suspension BUFFER CLEARANCE amount (half load), rear suspension STROKE amount, rear suspension compression measurement split ratio (half load) and BUFFER CLEARANCE amount (half load). The target performance parameters corresponding to good roads, bad roads, fast deceleration and braking may include: front suspension damping rate when compressed at 0.3m / s, rear suspension damping rate when compressed at 0.3m / s. The target performance parameters corresponding to braking may include: 0.3m / s 2 Static pitch angle during braking, 0.3m / s 2 Static pitch angle during acceleration. The target performance parameters corresponding to the rough road surface may include: front suspension rear direction suspension stiffness, rear suspension rear direction suspension stiffness.
[0067] The known design variables corresponding to the comfort block may include: vehicle mass, front-to-rear distribution ratio of vehicle mass, and unsprung mass. The assumed design variables corresponding to the comfort block may include: spring connection ratio, spring installation angle, tire vertical stiffness, shock absorber connection ratio, and shock absorber installation angle.
[0068] The subordinate design variables corresponding to the comfort block may include: front suspension spring coefficient, rear suspension spring coefficient, front and rear tire sizes, front suspension spring travel-spring force curve, rear suspension spring travel-spring force curve, front suspension bumper stopper, rear suspension bumper stopper, front suspension shock absorber piston speed-force reduction curve, rear suspension shock absorber piston speed-force reduction curve, K&C front suspension anti-driv angular, K&C rear suspension anti il ift angular, K&C front and rear suspension anti-squat angular, K&C front and rear suspension braking force~front and rear deformation, and K&C front and rear suspension insu l ator stiffness, etc.
[0069] For the roll control block, its corresponding target performance may include: roll gain, limit lateral acceleration, maximum roll angle, and front and rear suspension axle load ratio and front and rear suspension lateral load transfer chalk (LLT) LLT ratio difference (±5%). The known design variables corresponding to the roll control block may include: vehicle front and rear track, vehicle wheelbase, vehicle total mass, tire static (or dynamic) radius. The assumed design variables corresponding to the roll control block may include: vehicle center of mass height, vehicle front and rear roll center height, lateral force camber, lateral force displacement C characteristics, tire overturning moment stiffness. The subordinate design variables corresponding to the roll control block may include: tire LLT, suspension front suspension roll stiffness, suspension rear suspension roll stiffness, front suspension stabilizer bar diameter, and rear suspension stabilizer bar diameter.
[0070] For the lateral dynamic performance block, the corresponding target performance parameters may include: understeer, steering response time, and steering sensitivity. The known design variables corresponding to the lateral dynamic performance block may include: suspension roll steer (K&C) coefficient and suspension C characteristic steering coefficient. The assumed design variables corresponding to the lateral dynamic performance block may include: vehicle gross mass, vehicle YAW inertia, tire camber stiffness, and steering system rotational stiffness. The assumed design variables corresponding to the lateral dynamic performance block may include: steering C characteristic, tire + suspension system positioning coefficient, tire steering coefficient, and steering gear ratio.
[0071] Since there is a certain correlation between different blocks and the three blocks are on the same level, the subordinate design variables of any block among the comfort block, roll control block and lateral dynamic performance block can be calculated first, and then the calculated subordinate design variables of the block can be used as the assumed design variables of the remaining two blocks to calculate the subordinate design variables of the remaining two blocks.
[0072] Specifically, due to the suspension spring characteristics, dimensions and related layout issues determined in the comfort block. The roll control block group must determine the stabilizer bar diameter that is closely related to the handling stability characteristics. The main purpose of the lateral dynamic performance block is to deal with the tires and steering system from the perspective of directional control, which is the most important. The suspension spring characteristics, dimensions and related layout information need to be given priority, so the subordinate design variables of the comfort block can be calculated first, and then the subordinate design variables of the remaining two blocks can be calculated in turn. Specifically, first, the subordinate design variables of the comfort block are calculated based on the target performance parameters of the comfort block, the known design variables of the comfort block, and the known design variables of the comfort block.
[0073] Then, the subordinate design variables of the roll control block are calculated according to the target performance parameters of the roll control block, the known design variables of the roll control block, the assumed design variables of the roll control block, and the subordinate design variables of the comfort block. Finally, the subordinate design variables of the lateral dynamic performance block are calculated according to the target performance parameters of the lateral dynamic performance block, the known design variables of the lateral dynamic performance block, the assumed design variables of the lateral dynamic performance block, the subordinate design variables of the comfort block, and the subordinate design variables of the roll control block.
[0074] That is, the dependent design variables are solved in the order of comfort block → roll control block → lateral dynamic performance block, and the dependent design variables calculated in the current block are used as the assumed design variables of the next block to participate in the solution of the next block. Among them, when a decoupled dependent variable appears, the value of the dependent variable can be locked and will not be changed during the cyclic solution process.
[0075] If it is impossible to solve the dependent design variables that meet the constraints and target performance parameters, you can change the value of at least one of the target performance parameters, or change the values of one or more independent design variables, or change the constraints of one or more dependent design variables. Among them, since the target performance parameters and independent design variables are often a valid value range rather than a fixed value, the above conditions can be changed to solve the conflict problem.
[0076] Step 103 , inputting the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters.
[0077] Since the values of dependent design variables in different blocks will affect the results of other blocks, the dependent design variables solved in the current block meet the target performance parameters of the current block, but may not meet the target performance parameters of other blocks. Therefore, it is necessary to integrate all the variables solved in the three blocks and input them into the vehicle dynamics model established in step 101. The vehicle dynamics model performs simulation according to the input variables to obtain simulation performance parameters.
[0078] Step 104, determine whether the simulation performance parameters match the target performance parameters of the comfort block, the target performance parameters of the roll control block, and the target performance parameters corresponding to the lateral dynamic performance block. If yes, execute step 105. If not, execute step 102 to recalculate the dependent design variables. Calculate through the loop optimization between blocks until all variables meet the constraints and target performance parameters.
[0079] Step 105 : determining a vehicle chassis design solution based on the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block.
[0080] Specifically, after obtaining the values of all dependent variables that meet the target performance parameters and constraints, the chassis topology structure can be determined according to the dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamic performance block. Then, the target chassis material and the target chassis forging process are determined according to the chassis topology structure. Finally, the vehicle chassis design scheme is obtained according to the chassis topology structure, the target chassis material, and the target chassis forging process.
[0081] After determining the chassis topology structure, the embodiment of the present invention provides a multi-level topology lightweight optimization method, which includes two parts: conceptual lightweight and hybrid lightweight. The conceptual lightweight processing step includes: obtaining chassis hard points and chassis layout information (i.e., topology structure) according to the subordinate design variables of the three blocks calculated above. Then, based on this information and the chassis target design space, static load conditions, and dynamic load conditions, the strain energy distribution information is obtained. Figure 2 A schematic diagram of strain energy distribution information provided by an embodiment of the present invention. Figure 2 As shown in the figure, the darker the color, the higher the strain energy distribution at that location, and the lighter the color, the less the strain energy distribution at that location. Then, the key load transfer path is obtained based on the strain energy distribution information. Finally, the chassis topology structure is optimized with the minimum strain energy as the goal.
[0082] Specifically, when optimizing the chassis topology structure with the minimum strain energy as the goal, an optimization algorithm can be used. An embodiment of the present invention provides an improved quantum behavior particle swarm optimization algorithm to optimize the chassis topology structure. Specifically, first initialize the design structure space variables (i.e., the chassis target design space), and then call the minimum weighted strain energy objective function, which is affected by the stiffness of the network unit and the displacement of the network node. Then, based on the improved quantum behavior particle swarm optimization algorithm and fitness, the step of updating the density of the topology structure space unit is performed. Specifically, the improved quantum behavior particle swarm model can be used as: In the formula, x is the coordinate position of the unit ion, τ is the particle group attraction factor, ω is the random function value in the interval (0,1), ε is the contraction and expansion coefficient, and M global is the global point, is the weighting factor. Then determine whether the model converges. If so, output the optimized topology structure. Otherwise, jump to the step of initializing the design structure space variables and recalculate.
[0083] After completing the conceptual lightweighting process, continue with the hybrid lightweighting process. The main purpose of hybrid lightweighting is to determine the chassis material and processes such as stamping, welding and forging, so that the final chassis meets the target weight. Specifically, the candidate chassis material and candidate chassis forging process are determined based on the above-mentioned optimized chassis topology structure. Call the lightweight method library, select a chassis material from the material library as a candidate chassis material, and select the processes of each part of the chassis from the process library as candidate chassis forging processes. Then, determine the predicted weight of the chassis based on the chassis topology structure, candidate chassis materials and candidate chassis forging processes. Finally, determine whether the predicted weight of the chassis is less than or equal to the target weight. If so, determine the candidate chassis material as the target chassis material, and determine the candidate chassis forging process as the target chassis forging process. If not, redetermine the candidate chassis material and candidate chassis forging process based on the chassis topology structure.
[0084] In the above embodiment, the chassis target design space is used as a variable to find the key load transfer path and the optimal material distribution, and multidisciplinary static and dynamic load conditions (stiffness, mode, passive collision safety, etc.) are integrated to optimize the chassis topology structure for lightweighting with the minimum weighted strain energy as the goal.
[0085] In some embodiments, based on the above-mentioned optimized chassis topology structure and key load transfer path, a subframe load path reinforcement design structure, a subframe weight reduction hole design structure, and a subframe reinforcement raised rib design structure can also be obtained, so that the location of the key load transfer path is reinforced and a weight reduction hole is set in the area with small strain energy distribution. Figure 3 A schematic diagram of a subframe load path reinforcement design provided by an embodiment of the present invention. Figure 4 A schematic diagram of a subframe weight reduction hole design provided in an embodiment of the present invention. Figure 5 Schematic diagram of a subframe raised rib design solution provided by an embodiment of the present invention. Figures 3 to 5 As shown in , raised ribs and reinforcements are designed for areas with higher strain energy distribution, and weight-reducing holes are designed for areas with less strain energy distribution.
[0086] In some embodiments, based on the strain energy distribution information, a method for solving the problem of high-energy knocking noise, vibration and acoustic roughness (NVH) can also be used. By checking whether there are tower joints, openings and other design structures in the area with high strain energy distribution. When tower joints, openings and other design structures appear in the area with high strain energy distribution, the problem of high-energy knocking noise NVH will occur. This method can effectively solve the problem.
[0087] Corresponding to the above-mentioned vehicle chassis design method, an embodiment of the present invention provides a vehicle chassis design device. Figure 6 Schematic diagram of the structure of a vehicle chassis design device provided by an embodiment of the present invention. Figure 6 As shown in , the device includes: a model building module 601, a dependent variable calculation module 602, a processing module 603, a judgment module 604 and a design module 605.
[0088] The model building module 601 is used to build a vehicle dynamics model based on chassis suspension frequency and the vehicle motion center. The vehicle dynamics model includes a comfort block, a roll control block, and a lateral dynamic performance block.
[0089] The dependent variable calculation module 602 is used to calculate the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block respectively based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block.
[0090] The processing module 603 is used to input the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters.
[0091] The judgment module 604 is used to judge whether the simulation performance parameters match all the target performance parameters of the comfort block, the target performance parameters of the roll control block, and the target performance parameters corresponding to the lateral dynamic performance block.
[0092] The design module 605 is used to determine a vehicle chassis design scheme based on the calculated dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamic performance block.
[0093] Figure 6 The vehicle chassis design device provided in the illustrated embodiment can be used to implement the present invention. Figure 1-Figure 5 The technical solution of the method embodiment shown, its implementation principle and technical effects can be further referred to the relevant description in the method embodiment.
[0094] Figure 7 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention is shown in FIG. Figure 7 As shown, the electronic device may include at least one processor. The processor is coupled to a memory, wherein the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the instructions in this specification. Figure 1-5 The illustrated embodiment provides a vehicle chassis design method.
[0095] like Figure 7As shown, the electronic device is in the form of a general computing device. The components of the electronic device may include but are not limited to: one or more processors 710, communication interface 720 and memory 730, and a communication bus 740 connecting different system components (including memory 730, communication interface 720 and processor 710).
[0096] The communication bus 740 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor or a local bus using any of a variety of bus structures. For example, these architectures include but are not limited to the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnection (PCI) bus.
[0097] Electronic devices typically include a variety of computer system readable media. These media can be any available media that can be accessed by the electronic device, including volatile and non-volatile media, removable and non-removable media.
[0098] The memory 730 may include a computer system readable medium in the form of a volatile memory, such as a random access memory (RAM) and / or a cache memory. The electronic device may further include other removable / non-removable, volatile / non-volatile computer system storage media. The memory 730 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of each embodiment of the present specification.
[0099] A program / utility having a set (at least one) of program modules may be stored in memory 730, such program modules including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment. The program modules generally perform the functions and / or methods of the embodiments described in this specification.
[0100] The processor 710 executes various functional applications and data processing by running the programs stored in the memory 730, such as implementing the Figure 1-5 The illustrated embodiment provides a vehicle chassis design method.
[0101] The embodiment of the present specification provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, wherein the computer instructions enable the computer to execute the present specification. Figure 1-5 The illustrated embodiment provides a vehicle chassis design method.
[0102] The above-mentioned computer-readable storage medium can adopt any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, for example, - but not limited to - an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples (non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (Read Only Memory; hereinafter referred to as: ROM), an erasable programmable read-only memory (Erasab le Programmab le ReadOnly Memory; hereinafter referred to as: EPROM) or flash memory, optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, a computer-readable storage medium can be any tangible medium containing or storing a program, which can be used by an instruction execution system, device or device or used in combination with it.
[0103] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
[0104] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of this specification. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.
[0105] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this specification, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0106] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of this specification includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of this specification belong.
[0107] The word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to determining" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)", depending on the context.
[0108] It should be noted that the devices involved in the embodiments of this specification may include but are not limited to personal computers (PCs), personal digital assistants (PDAs), wireless handheld devices, tablet computers, mobile phones, MP3 displays, MP4 displays, etc.
[0109] In the several embodiments provided in this specification, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.
[0110] In addition, each functional unit in each embodiment of this specification may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.
[0111] The above-mentioned integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a connector, or a network device, etc.) or a processor (Processor) to perform some steps of the method described in each embodiment of this specification. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory; hereinafter referred to as: ROM), random access memory (Random Access Memory; hereinafter referred to as: RAM), disk or optical disk and other media that can store program codes.
[0112] The above description is only a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this specification should be included in the scope of protection of this specification.
[0113] In this specification, the same or similar parts between the various embodiments can be referred to each other. In particular, for the device embodiment and the terminal embodiment, since they are basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description in the method embodiment.
Claims
1. A vehicle chassis design method, characterized in that: include: Construct a vehicle dynamics model based on chassis suspension frequency and vehicle motion center; The vehicle dynamics model includes a comfort block, a roll control block and a lateral dynamic performance block; Calculating the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block respectively based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block; Inputting the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters; Determining whether the simulation performance parameter matches all target performance parameters of the comfort block, target performance parameters of the roll control block, and target performance parameters corresponding to the lateral dynamic performance block; If yes, determining a vehicle chassis design scheme based on the calculated dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamics performance block; If not, the dependent design variables are recalculated.
2. The method according to claim 1, characterized in that The independent design variables include known design variables and assumed design variables; the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block are calculated based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block, respectively, including: Calculating the subordinate design variables of any one of the comfort block, the roll control block and the lateral dynamic performance block; The dependent design variables of any one of the blocks are used as assumed design variables of the remaining two blocks, and the dependent design variables of the remaining two blocks are calculated.
3. The method according to claim 2, characterized in that The step of using the dependent design variables of any one of the blocks as assumed design variables of the remaining two blocks and calculating the dependent design variables of the remaining two blocks comprises: Calculating subordinate design variables of the comfort zone according to target performance parameters of the comfort zone, known design variables of the comfort zone, and assumed design variables of the comfort zone; Calculating the subordinate design variables of the roll control block according to the target performance parameter of the roll control block, the known design variables of the roll control block, the assumed design variables of the roll control block, and the subordinate design variables of the comfort block; The subordinate design variables of the lateral dynamic performance block are calculated according to the target performance parameters of the lateral dynamic performance block, the known design variables of the lateral dynamic performance block, the assumed design variables of the lateral dynamic performance block, the subordinate design variables of the comfort block and the subordinate design variables of the roll control block.
4. The method according to claim 1, characterized in that: The determining of the vehicle chassis design scheme based on the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block comprises: Determining a chassis topology structure according to the subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block; Determining a target chassis material and a target chassis forging process according to the chassis topology structure; The vehicle chassis design solution is obtained according to the chassis topology structure, target chassis material and target chassis forging process.
5. The method according to claim 4, characterized in that Before determining the target chassis material and the target chassis forging process according to the chassis topology structure, the method further includes: Obtaining strain energy distribution information according to the chassis topology structure, chassis target design space, static load conditions, and dynamic load conditions; Obtaining a key load transfer path according to the strain energy distribution information; The chassis topology is optimized with the goal of minimizing strain energy.
6. The method according to claim 5, characterized in that The method further comprises: According to the key load transfer path and the optimized chassis topology structure, a subframe load path reinforcement design structure, a subframe weight reduction hole design structure and a subframe reinforcement raised rib design structure are obtained.
7. The method according to claim 5, characterized in that The determining of a target chassis material and a target chassis forging process according to the chassis topology structure comprises: Determining candidate chassis materials and candidate chassis forging processes according to the chassis topology structure; Determining a predicted chassis weight according to the chassis topology structure, the candidate chassis material, and the candidate chassis forging process; Determining whether the predicted chassis weight is less than or equal to a target weight; If yes, determining the candidate chassis material as the target chassis material, and determining the candidate chassis forging process as the target chassis forging process; If not, the candidate chassis material and the candidate chassis forging process are re-determined according to the chassis topology structure.
8. A vehicle chassis design device, characterized in that: include: Model building module, used to build a vehicle dynamics model based on chassis suspension frequency and vehicle motion center; The vehicle dynamics model includes a comfort block, a roll control block and a lateral dynamic performance block; A dependent variable calculation module, configured to calculate the dependent design variables of the comfort block, the roll control block and the lateral dynamic performance block respectively based on the target performance parameters and independent design variables corresponding to the comfort block, the roll control block and the lateral dynamic performance block; a processing module, configured to input the calculated subordinate design variables of the comfort block, the subordinate design variables of the roll control block, and the subordinate design variables of the lateral dynamic performance block into the vehicle dynamics model to obtain corresponding simulation performance parameters; A judgment module, used to judge whether the simulation performance parameter matches all the target performance parameters of the comfort block, the target performance parameters of the roll control block, and the target performance parameters corresponding to the lateral dynamic performance block; A design module is used to determine a vehicle chassis design solution based on the calculated dependent design variables of the comfort block, the dependent design variables of the roll control block, and the dependent design variables of the lateral dynamic performance block.
9. An electronic device, characterized in that: include: at least one processor; The processor is coupled to a memory, wherein: The memory stores program instructions executable by the processor, and the processor can execute the method according to any one of claims 1 to 7 by calling the program instructions.
10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions enable the computer to execute the method according to any one of claims 1 to 7.