Suspension support mechanical analysis method, computer equipment and storage medium

Abstract

The invention relates to the technical field of vehicle development, and discloses a suspension bracket mechanical analysis method, computer equipment and a storage medium. The suspension support mechanical analysis method comprises the steps that suspension support parameters of a vehicle suspension support are obtained, and a modal index and a dynamic stiffness index are determined according to the suspension support parameters; and analyzing and processing the modal index and the dynamic stiffness index through a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket. When the method is applied to analyzing the modality and the dynamic stiffness of the vehicle suspension active side support, the method does not depend on detailed power assembly and suspension data models, the application range is wider, and the influence of vibration on the vehicle NVH performance and optimization can be evaluated in time in the design stage. Meanwhile, grid division and connection processing of the data model are not needed, time and labor are saved, server resource consumption of data processing is reduced, and analysis efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle development, and in particular to a suspension bracket mechanical analysis method, computer equipment and storage medium. Background Art

[0002] The active side bracket of the vehicle suspension is an important path for transmitting the vibration of the power system in the suspension system. During the development of the vehicle, it is necessary to analyze the modal and dynamic stiffness of the active side bracket of the suspension to determine the impact of the vibration transmission of the vehicle. In the prior art, it is necessary to use a grid division method to simulate and analyze the modal and dynamic stiffness of the active side bracket of the vehicle suspension, that is, firstly, it is necessary to establish a detailed powertrain and suspension data model, and then use professional software to calculate the modal and dynamic stiffness of the active side bracket of the vehicle suspension after grid division of the data model. The shortcomings of the above scheme are: in the project development stage or the conceptual design stage of new models, the powertrain and suspension data models are often not detailed and complete enough, and the grid division method cannot be used to analyze the active side bracket of the vehicle suspension, which is not conducive to evaluating the impact and optimization of vibration on NVH performance. In addition, the grid division and connection processing of the data model requires a lot of manpower and working hours, and the solution of the processed data requires a large amount of computing resources of high-performance servers, which reduces the analysis efficiency. Summary of the invention

[0003] Based on this, it is necessary to provide a suspension bracket mechanical analysis method, computer equipment and storage medium to address the above technical problems, so as to solve the problems in the prior art that the suspension bracket modal and dynamic stiffness analysis methods are time-consuming, labor-intensive and have low analysis efficiency.

[0004] A suspension bracket mechanical analysis method, comprising:

[0005] Obtaining suspension bracket parameters of the vehicle suspension bracket;

[0006] Determining modal index and dynamic stiffness index according to the suspension bracket parameters;

[0007] The modal index and the dynamic stiffness index are analyzed and processed by a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

[0008] A computer device comprises a memory, a processor and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the suspension bracket mechanical analysis method when executing the computer-readable instructions.

[0009] A computer-readable storage medium stores computer-readable instructions. When the computer-readable instructions are executed by one or more processors, the one or more processors execute the suspension bracket mechanical analysis method as described above.

[0010] In the above-mentioned suspension bracket mechanical analysis method, computer equipment and storage medium, the suspension bracket mechanical analysis method obtains the suspension bracket parameters of the vehicle suspension bracket, determines the modal index and dynamic stiffness index according to the suspension bracket parameters; analyzes and processes the modal index and dynamic stiffness index through a preset mechanical analysis model to obtain the target modal value and target dynamic stiffness value of the vehicle suspension bracket. The present invention is applied to analyze the modal and dynamic stiffness of the active side bracket of the whole vehicle suspension, and does not rely on detailed powertrain and suspension data models. It has a wider range of applications and helps to timely evaluate and optimize the impact of vibration on the vehicle NVH performance during the design stage. At the same time, the present invention does not require data model meshing and connection processing, which saves a lot of manpower and working hours, reduces server resource consumption for data processing, and improves analysis efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0012] Figure 1 is a schematic diagram of a flow chart of a suspension bracket mechanical analysis method according to an embodiment of the present invention;

[0013] Figure 2 is a schematic diagram of the position of a vehicle suspension bracket in a suspension bracket mechanical analysis method according to an embodiment of the present invention;

[0014] Figure 3 is a schematic diagram of the center coordinates of a mounting point triangle of a suspension bracket mechanical analysis method in one embodiment of the present invention;

[0015] Figure 4 is a schematic diagram of the center coordinates of a quadrilateral of a mounting point in a suspension bracket mechanical analysis method according to an embodiment of the present invention;

[0016] Figure 5 is a structural schematic diagram of a suspension bracket mechanical analysis device in one embodiment of the present invention;

[0017] Figure 6 is a schematic diagram of a computer device in one embodiment of the present invention. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] The suspension bracket mechanical analysis method provided in this embodiment can be applied in the application environment of analyzing the modal and dynamic stiffness of the suspension active side bracket, especially in the platform concept design or new vehicle model project concept design stage. The vehicle data model in the conceptual design stage is not detailed or complete enough to use the grid division processing method to evaluate the impact of the suspension active side bracket resonance on the vehicle NVH performance, and it is impossible to formulate an optimization strategy in the early stage. This embodiment can be used as an effective method to quickly evaluate the modal and dynamic stiffness risks of the suspension active side bracket, and can also be used to guide the design optimization of platforms and models.

[0020] In one embodiment, if Figure 1 As shown, a suspension bracket mechanical analysis method is provided, comprising the following steps S10-S30:

[0021] S10: Obtain suspension bracket parameters of the vehicle suspension bracket.

[0022] It is understandable that the suspension system is an important part of the vehicle, which not only protects the power system, but also reduces the transmission of vibration to the vehicle body, reduces the noise inside the vehicle, and improves ride comfort. Figure 2 The vehicle suspension bracket position diagram shown in FIG. 1 shows an active side bracket 103 of the vehicle suspension, which is used to connect the active side 101 of the vehicle suspension and the passive side 102 of the vehicle suspension. The active side refers to the powertrain side, and the passive side refers to the body side. The active side bracket 103 of the vehicle suspension can be installed on the active side 101 of the vehicle suspension by connecting bolts, and the mounting point 104 is located on the active side 101 of the vehicle suspension. The number and position of the mounting points 104 can be set as needed. Figure 2 Three mounting points 104 are shown.

[0023] When obtaining the suspension bracket parameters of the vehicle suspension bracket, the suspension bracket parameters can be obtained according to the constructed vehicle suspension finite element data model, or according to the vehicle suspension design drawings (such as CAD drawings). The suspension bracket parameters refer to the parameters that affect the modal and dynamic stiffness results of the active side bracket of the vehicle suspension, such as the center coordinates of the installation point.

[0024] S20. Determine a modal index and a dynamic stiffness index according to the suspension bracket parameters.

[0025] Understandably, mode refers to the natural vibration characteristics of a mechanical structure, and each mode has a specific natural frequency, damping ratio, and modal vibration shape. Dynamic stiffness refers to the ability of a mechanical structure to resist deformation under dynamic loads, which helps to evaluate the dynamic performance of a mechanical structure, especially in terms of vibration resistance. In vehicle design, modal analysis and dynamic stiffness analysis can help optimize the vehicle's vibration reduction performance. Different suspension bracket parameters have different degrees of influence on the modal and dynamic stiffness results of the active side bracket of the vehicle suspension. Some suspension bracket parameters may only affect the modal results, some suspension bracket parameters may only affect the dynamic stiffness results, and some suspension bracket parameters may also affect both the modal results and the dynamic stiffness results. The modal index refers to the combined factors in the suspension bracket parameters that affect the modal results. The dynamic stiffness index refers to the combined factors in the suspension bracket parameters that affect the dynamic stiffness results.

[0026] In one embodiment, the suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the bracket net weight and the mounting point span; the modal index includes a first modal index, a second modal index and a third modal index; in step S20, the modal index is determined according to the suspension bracket parameters, including:

[0027] S201, determining a first modal index according to the center coordinates of the installation point and the elastic center coordinates;

[0028] S202, determining the net weight of the bracket as a second modal indicator;

[0029] S203: Determine the installation point span as a third modal indicator.

[0030] It can be understood that when determining the modal index, the suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the bracket net weight and the mounting point span.

[0031] The vehicle suspension active side bracket is provided with mounting holes corresponding to the mounting points of the vehicle suspension active side. The center coordinates of the mounting points refer to the coordinates of the geometric center of the mounting points, i.e., the coordinates of the geometric center of the mounting holes in the installed vehicle suspension active side bracket, expressed as (x1, y1, z1). Figure 3 The schematic diagram of the center coordinates of the installation point triangle shown in the figure, when the number of installation points is three, a, b, c are the midpoints of the sides of the triangle respectively, and the coordinates of the intersection point o of the three midlines in the triangle are determined as the center coordinates of the installation point. Figure 4 The schematic diagram of the center coordinates of the quadrilateral of the installation point shown in the figure, when the number of installation points is four, a, b, c, d are the midpoints of the sides of the quadrilateral respectively, first divide the quadrilateral into two triangles, find the geometric centers of the two triangles respectively, and then determine the coordinates of o of the two geometric centers as the center coordinates of the installation point.

[0032] The elastic center coordinates refer to the coordinates of the elastic center of the vehicle suspension rubber, expressed as (x2, y2, z2). The elastic center of the vehicle suspension rubber refers to the point in space where the application of translational force produces zero rotation coupling or the application of the rotation angle with no translational displacement. When the vehicle suspension finite element data model or vehicle suspension design drawing is completed, the vehicle suspension rubber elastic center is determined.

[0033] The net weight of the bracket refers to the net weight of the active side bracket of the vehicle suspension, and the unit is gram (g). The active side bracket of the vehicle suspension is provided with a mounting hole, and a rubber bushing assembly is installed in each mounting hole, and the rubber bushing assembly includes a rubber vulcanized small iron sheet. The net weight of the bracket refers to the net weight of the active side bracket of the vehicle suspension without the rubber vulcanized small iron sheet.

[0034] The installation point span refers to the average span between installation points or installation holes, in millimeters (mm). The installation point span can be calculated by calculating the ratio between the sum of the side lengths of the polygon after the installation points are connected to form a polygon and the number of side lengths. Figure 3 The mounting point triangle shown has a mounting point span that is the average of the three side lengths of the triangle.

[0035] The modal index includes the first modal index, the second modal index and the third modal index. The first modal index refers to the coordinate factor that affects the modal result. The root mean square value of the distance between the center coordinate of the installation point and the elastic center coordinate is determined as the first modal index, represented by A1, in millimeters (mm). That is, The second modal index refers to the mass factor that affects the modal result. The net weight of the bracket is determined as the second modal index, denoted by B. The third modal index refers to the span factor that affects the modal result. The span of the installation point is determined as the third modal index, denoted by C.

[0036] In this embodiment, different modal indicators are obtained based on different processing of the suspension bracket parameters according to the different degrees of influence of the suspension bracket parameters on the modal results, which is helpful for subsequent accurate modal analysis of the active side bracket of the whole vehicle suspension.

[0037] In one embodiment, the suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the design dynamic stiffness of the mounting point, the bracket net weight and the mounting point span; the dynamic stiffness index includes a first dynamic stiffness index and a second dynamic stiffness index; in step S20, determining the dynamic stiffness index according to the suspension bracket parameters includes:

[0038] S204, determining a first dynamic stiffness index according to the center coordinates of the installation point and the elastic center coordinates;

[0039] S205: Determine a second dynamic stiffness index according to the design dynamic stiffness of the installation point, the net weight of the bracket, and the span of the installation point.

[0040] Understandably, when determining the dynamic stiffness index, the suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the design dynamic stiffness of the mounting point, the net weight of the bracket, and the span of the mounting point. Among them, the design dynamic stiffness of the mounting point refers to the minimum average dynamic stiffness of the mounting point of the active side bracket of the whole vehicle suspension when designing the vehicle model, which is represented by D1 and the unit is N / mm. At the same time, the dynamic stiffness is the ratio of the exciting force to the displacement with frequency dependence, and the frequency range of 0 to 1500Hz also needs to be determined. For example, when the design dynamic stiffness of the mounting point is 1000N / mm, it means that within the frequency range of 0 to 1500Hz, the dynamic stiffness of the mounting point of the active side bracket of the whole vehicle suspension should be at least 1000N / mm to ensure that the NVH performance of the whole vehicle meets the standard.

[0041] The dynamic stiffness index includes the first dynamic stiffness index and the second dynamic stiffness index. The first dynamic stiffness index refers to the coordinate factor that affects the dynamic stiffness result. The root mean square value of the distance between the center coordinate of the installation point and the elastic center coordinate is determined as the first dynamic stiffness index, and the unit is millimeter (mm). That is, for the same vehicle suspension active side bracket, the calculation method of the first modal index and the first dynamic stiffness index is the same. The first dynamic stiffness is represented by A2, and The second dynamic stiffness index refers to the design factor that affects the dynamic stiffness result, which is represented by D. The second dynamic stiffness index is a combination of the design dynamic stiffness of the installation point, the net weight of the bracket and the span of the installation point, specifically D = D1*B*C*10 -9 .

[0042] In this embodiment, different dynamic stiffness indicators are obtained based on different processing of the suspension bracket parameters according to the different degrees of influence of the suspension bracket parameters on the dynamic stiffness results, which is helpful for subsequent accurate dynamic stiffness analysis of the active side bracket of the whole vehicle suspension.

[0043] S30, analyzing and processing the modal index and the dynamic stiffness index through a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

[0044] Understandably, the preset mechanical analysis model is a pre-set mathematical model for accurately performing modal and dynamic stiffness analysis on the active side bracket of the whole vehicle suspension. The input of the preset mechanical analysis model is the modal index and the dynamic stiffness index, and the output is the target modal value and the target dynamic stiffness value. The target modal value is the modal result of evaluating the active side bracket of the whole vehicle suspension based on the modal index, and the target dynamic stiffness value is the dynamic stiffness result of evaluating the active side bracket of the whole vehicle suspension based on the dynamic stiffness index. The preset mechanical analysis model includes a preset modal analysis model and a preset stiffness analysis model.

[0045] In one embodiment, the preset mechanical analysis model includes a preset modal analysis model and a preset stiffness analysis model; in step S30, the modal index and the dynamic stiffness index are analyzed and processed by the preset mechanical analysis model to obtain the target modal value and the target dynamic stiffness value of the vehicle suspension bracket, including:

[0046] S301, analyzing and processing the modal index by using the preset modal analysis model to obtain a target modal value;

[0047] S302: Analyze and process the dynamic stiffness index using the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value.

[0048] It can be understood that the preset modal analysis model is a mathematical model with modal index as independent variable and modal value as dependent variable, specifically y i =a0+a1A1+a2B+a3C. Among them, y i represents the modal value, a0 represents the modal regression constant, a1 represents the first modal regression coefficient, A1 represents the first modal index, a2 represents the second modal regression coefficient, B represents the second modal index, a3 represents the third modal regression coefficient, and C represents the third modal index. The preset dynamic stiffness analysis model is a mathematical model with dynamic stiffness index as the independent variable and dynamic stiffness value as the dependent variable, specifically y j =b0+b1A2+b2D. Among them, y j represents the dynamic stiffness value, b0 represents the dynamic stiffness regression constant, b1 represents the first dynamic stiffness regression coefficient, A2 represents the first dynamic stiffness index, b2 represents the second dynamic stiffness regression coefficient, and D represents the second dynamic stiffness index.

[0049] This embodiment obtains the suspension bracket parameters of the vehicle suspension bracket, determines the modal index and dynamic stiffness index according to the suspension bracket parameters; analyzes and processes the modal index through a preset modal analysis model to obtain the target modal value of the vehicle suspension bracket; at the same time, analyzes and processes the dynamic stiffness index through a preset dynamic stiffness analysis model to obtain the target dynamic stiffness value of the vehicle suspension bracket. This embodiment is applied to the modal and dynamic stiffness analysis of the active side bracket of the whole vehicle suspension, and does not rely on detailed powertrain and suspension data models. It has a wider range of applications and helps to timely evaluate and optimize the impact of vibration on the vehicle NVH performance during the design stage. At the same time, this embodiment does not require data model meshing and connection processing, which saves a lot of manpower and working hours, reduces server resource consumption for data processing, and improves analysis efficiency.

[0050] In one embodiment, in step S301, that is, before analyzing and processing the modal index by the preset modal analysis model, the method further includes:

[0051] S3011, obtaining historical modal sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models;

[0052] S3012, analyzing and processing all the historical modal sample data by a preset modal regression model to obtain modal regression coefficients; the modal regression coefficients include a modal regression constant, a first modal regression coefficient, a second modal regression coefficient, and a third modal regression coefficient;

[0053] S3013. Determine a preset modal analysis model according to the modal regression constant, the first modal regression coefficient, the second modal regression coefficient, and the third modal regression coefficient.

[0054] It can be understood that the preset modal analysis model includes modal regression coefficients. When establishing the preset modal analysis model, the least squares method is applied to solve the parameters of the multivariate linear regression model to determine the modal regression coefficients. That is, under the premise of minimizing the sum of squared errors, the least squares method is used to solve the parameters of the multivariate linear regression model, and the solved parameter results are used as modal regression coefficients. Univariate linear regression is a method of using a major influencing factor as an independent variable to explain the change of the dependent variable. When there is a linear relationship between multiple independent variables and the dependent variable, the regression analysis performed is multivariate linear regression. When analyzing the modes and dynamic stiffness of the active side bracket of the vehicle suspension, both the modes and dynamic stiffness are affected by multiple independent variables, so the multivariate linear regression method is used. The general form of the multivariate linear regression model is Y i =β0+β1X 1i +β2X 2i +β3X 3i +…, where Y i represents the dependent variable, β0, β1, β2, β3… represent the regression coefficients, X 1i , X 2i , X 3i …represents the independent variable, and i represents the independent variable number. The form of the least squares method is Among them, L represents the residual function, Y represents the actual value of the dependent variable, and Y i represents the linear regression calculation value of the dependent variable, i represents the number of the independent variable, and n represents the total number of independent variables. Further, the coefficient matrix can be obtained through matrix operation, specifically β = (X T X) -1 X T X.

[0055] In a specific embodiment, historical modal sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models are obtained. The preset number can be set as needed, such as 10. The historical modal sample data refers to the data related to the modal analysis of the active side bracket of the whole vehicle suspension of the developed vehicle model. The historical modal sample data includes historical modal values ​​and historical suspension bracket parameters. The historical modal value refers to the actual modal value of the active side bracket of the whole vehicle suspension of the developed vehicle model (such as the modal value obtained by the grid division processing method in the developed vehicle model), and the historical suspension bracket parameters refer to the parameters of the active side bracket of the whole vehicle suspension of the developed vehicle model.

[0056] By analyzing and processing all historical modal sample data using a preset modal regression model, the modal regression constant, the first modal regression coefficient, the second modal regression coefficient, and the third modal regression coefficient in the preset modal analysis model can be obtained. The preset modal regression model is a pre-set mathematical model for solving the modal regression coefficients in the preset modal analysis model. The preset modal regression model is specifically:

[0057]

[0058] Among them, the dependent variable Y i Corresponding to the historical modal value, the independent variable X 1i Corresponding to the value of the historical suspension bracket parameters calculated according to the first modal index, the independent variable X 2i Corresponding to the value of the historical suspension bracket parameters calculated according to the second mode index, the independent variable X 3i The values ​​corresponding to the historical suspension bracket parameters calculated according to the third modal index are all transformations of known numbers in the historical modal sample data. The preset modal regression model is solved using the historical modal sample data, and the four equations can be solved to obtain four unknowns β0, β1, β2, and β3. At this time, β0 corresponds to the modal regression constant a0 in the preset modal analysis model, β1 corresponds to the first modal regression coefficient a1, β2 corresponds to the second modal regression coefficient a2, and β3 corresponds to the third modal regression coefficient a3.

[0059] In a specific embodiment, after obtaining the historical modal sample data, the regression coefficient calculation of the data can be implemented by function editing in Excel, Matlab or Python to obtain the modal regression coefficient. The Matlab program for calculating the modal regression coefficient based on the historical modal sample data is as follows:

[0060] X1=[93.8,83.5,98.75,41.2,142.3,148.3,67.8];

[0061] X2=[480,630,1220,710,890,1050,1150];

[0062] X3=[51,47.7,109.5,56.95,103,77.6,96.97];

[0063] Y1=[807,761,1000,1302,769,584,767];

[0064] save data X1 X2 X3%Save data;

[0065] load data% Take out the data;

[0066] Y1 = [Y1']; % Transpose matrix;

[0067] X=[ones(size(X1')),X1',X2',X3'];

[0068] [b,bint,r,rint,stats]=regress(Y1,X).

[0069] In the calculation results of the modal regression coefficients, the modal regression constant a0=1258.2, the first modal regression coefficient a1=-5, the second modal regression coefficient a2=-0.3, and the third modal regression coefficient a3=5. At this time, the preset modal analysis model is y i =1258.2-5A1-0.3B+5C. The preset modal analysis model can reflect the trend items that affect the modal size. The greater the distance from the mounting point of the active side bracket of the vehicle suspension to the elastic center of the suspension, the heavier the net weight of the bracket, and the smaller the span of the mounting point, the lower the modal frequency.

[0070] This embodiment uses the least squares method to perform multivariate linear regression analysis on the indicators that affect the modal of the active side bracket of the vehicle suspension, and realizes the use of historical modal sample data of the developed vehicle model to solve the modal regression coefficient in the preset modal analysis model, thereby ensuring the rationality of the modal regression coefficient and the effectiveness of the preset modal analysis model.

[0071] In one embodiment, in step S301, analyzing and processing the modal index by using the preset modal analysis model to obtain a target modal value includes:

[0072] S3014: if it is determined that the preset modal analysis model satisfies the preset modal correction condition, the first modal regression coefficient is updated according to the preset modal correction coefficient, so as to correct the preset modal analysis model according to the updated first modal regression coefficient, and the modal index is analyzed and processed by the corrected preset modal analysis model to obtain a target modal value;

[0073] S3015: If it is determined that the preset modal analysis model does not satisfy the preset modal correction condition, the modal index is analyzed and processed by the preset modal analysis model to obtain a target modal value.

[0074] Understandably, when the modal index is analyzed and processed by the preset modal analysis model, it is also necessary to judge whether the preset modal analysis model needs to be corrected according to the modal index. The preset modal correction condition refers to a pre-set condition for judging whether the preset modal analysis model needs to be corrected according to the modal index. In practical applications, compared with the polygon formed between the mounting points of the active side bracket of the whole vehicle suspension, when the mounting points are a straight line or close to a straight line, the influence of vibration on the active side bracket of the whole vehicle suspension is significantly increased, and the preset modal analysis model needs to be corrected at this time. Since the first modal index is directly related to the center coordinates of the mounting point, the focus is on correcting the first modal regression coefficient corresponding to the first modal index. For example, an error threshold (such as 0.1) is set in advance, and when obtaining the parameters of the suspension bracket, the center coordinates of the mounting point and the coordinates of each mounting point are obtained, and the minimum distance between the center coordinates of the mounting point and the coordinates of each mounting point is calculated. When the minimum distance is less than or equal to the error threshold, it is determined that the preset modal analysis model meets the preset modal correction condition, which indicates that the center coordinate of the installation point coincides or nearly coincides with one of the installation points, and the installation points are a straight line or nearly a straight line. The preset modal correction coefficient is a pre-set coefficient for correcting the first modal regression coefficient.

[0075] In a specific embodiment, when the preset modal correction coefficient is 1.3, the modified preset modal analysis model is y i =a0+1.3*a1A1+a2B+a3C. In order to verify the application effect of the preset modal analysis model, the modal analysis of the active side bracket of the whole vehicle suspension of the same developed model was carried out by meshing processing and the preset modal analysis model, and the modal results obtained are shown in Table 1. Among them, the installation points of the active side bracket of the whole vehicle suspension in Samples 1, 2 and 12 are close to a straight line.

[0076] Table 1 Modal results of model analysis and meshing analysis

[0077]

[0078] It can be seen from Table 1 that the modal results obtained by using the uncorrected preset modal analysis model have an error control within 14% compared to the modal results processed by meshing, which can ensure the accuracy of modal analysis. The modal results obtained by using the corrected preset modal analysis model for samples 1, 2, and 12 have an error control within 6%, which can ensure higher analysis accuracy.

[0079] This embodiment can timely correct the preset modal analysis model to avoid modal result deviation. At the same time, combined with the horizontal and vertical comparison method, it is verified that the modal analysis based on the preset modal analysis model in the vehicle platform or conceptual design stage is feasible, and can be used as an effective method to quickly determine the modal of the active side bracket of the vehicle suspension.

[0080] In one embodiment, in step S302, that is, before analyzing and processing the dynamic stiffness index by using the preset dynamic stiffness analysis model, the method further includes:

[0081] S3021, obtaining historical dynamic stiffness sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models;

[0082] S3022, analyzing and processing the historical dynamic stiffness sample data by using a preset dynamic stiffness regression model to obtain a dynamic stiffness regression coefficient; the dynamic stiffness regression coefficient includes a dynamic stiffness regression constant, a first dynamic stiffness regression coefficient, and a second dynamic stiffness regression coefficient;

[0083] S3023. Determine a preset dynamic stiffness analysis model according to the dynamic stiffness regression constant, the first dynamic stiffness regression coefficient, and the second dynamic stiffness regression coefficient.

[0084] Understandably, in a specific embodiment, historical dynamic stiffness sample data corresponding to a preset number of vehicle suspension brackets of developed models are obtained. The preset number can be set as needed, such as 10. The historical dynamic stiffness sample data refers to the data related to the dynamic stiffness analysis of the active side bracket of the whole vehicle suspension of the developed model. The historical dynamic stiffness sample data includes historical dynamic stiffness values ​​and historical suspension bracket parameters. The historical dynamic stiffness value refers to the actual dynamic stiffness value of the active side bracket of the whole vehicle suspension of the developed model (such as the dynamic stiffness value obtained by the grid division processing method in the developed model), and the historical suspension bracket parameters refer to the parameters of the active side bracket of the whole vehicle suspension of the developed model.

[0085] By analyzing and processing all historical dynamic stiffness sample data through the preset dynamic stiffness regression model, the dynamic stiffness regression constant, the first dynamic stiffness regression coefficient and the second dynamic stiffness regression coefficient in the preset dynamic stiffness analysis model can be obtained. The preset dynamic stiffness regression model is a pre-set mathematical model for solving the dynamic stiffness regression coefficient in the preset dynamic stiffness analysis model. The preset dynamic stiffness regression model is specifically:

[0086]

[0087] Among them, the dependent variable Y i Corresponding to the historical dynamic stiffness value, the independent variable X 1i Corresponding to the value of the historical suspension bracket parameters calculated according to the first dynamic stiffness index, the independent variable X 2iThe values ​​corresponding to the historical suspension bracket parameters calculated according to the second dynamic stiffness index are all transformations of known numbers in the historical dynamic stiffness sample data. The preset dynamic stiffness regression model is solved using the historical dynamic stiffness sample data, and the three equations can be solved to obtain three unknowns β0, β1, and β2. At this time, β0 corresponds to the dynamic stiffness regression constant b0 in the preset dynamic stiffness analysis model, β1 corresponds to the first dynamic stiffness regression coefficient b1, and β2 corresponds to the second dynamic stiffness regression coefficient b2.

[0088] In a specific embodiment, after obtaining the historical dynamic stiffness sample data, the regression coefficient of the data can be calculated by editing the function in Excel, Matlab or Python to obtain the dynamic stiffness regression coefficient. The Matlab program for calculating the dynamic stiffness regression coefficient based on the historical dynamic stiffness sample data is as follows:

[0089] X1=[41.2,142.3,148.3,67.8];

[0090] X2=[5.655*0.71,7.677*0.89,5.583*1.05,7.675*1.15];

[0091] Y1 = [5500, 3000, 1000, 5000];

[0092] save data X1 X2%Save data;

[0093] load data% Take out the data;

[0094] Y1 = [Y1']; % Transpose matrix;

[0095] X=[ones(size(X1')),X1',X2'];

[0096] [b,bint,r,rint,stats]=regress(Y1,X).

[0097] In the calculation result of the dynamic stiffness regression coefficient, the dynamic stiffness regression constant b0=6235, the first dynamic stiffness regression coefficient b1=-36.8, and the second dynamic stiffness regression coefficient b2=166.5. At this time, the preset dynamic stiffness analysis model is y j =6235-36.8A2+166.5D. The preset dynamic stiffness analysis model can reflect the trend items that affect the size of the dynamic stiffness. The smaller the distance from the mounting point of the active side bracket of the vehicle suspension to the elastic center of the suspension, the larger the span of the mounting point and the smaller the design dynamic stiffness of the mounting point, the smaller the dynamic stiffness of the active side bracket of the vehicle suspension.

[0098] This embodiment uses the least squares method to perform a multivariate linear regression analysis on the dynamic stiffness index that affects the active side bracket of the vehicle suspension, and realizes the use of historical dynamic stiffness sample data of the developed vehicle model to solve the dynamic stiffness regression coefficient in the preset dynamic stiffness analysis model, thereby ensuring the rationality of the dynamic stiffness regression coefficient and the effectiveness of the preset dynamic stiffness analysis model.

[0099] In one embodiment, in step S302, that is, analyzing and processing the dynamic stiffness index by using the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value, includes:

[0100] S3024. If it is determined that the preset dynamic stiffness analysis model satisfies the preset dynamic stiffness correction condition, the first dynamic stiffness regression coefficient is updated according to the preset dynamic stiffness correction coefficient, so as to correct the preset dynamic stiffness analysis model according to the updated first dynamic stiffness regression coefficient, and the dynamic stiffness index is analyzed and processed by the corrected preset dynamic stiffness analysis model to obtain a target dynamic stiffness value;

[0101] S3025: If it is determined that the preset dynamic stiffness analysis model does not satisfy the preset dynamic stiffness correction condition, the dynamic stiffness index is analyzed and processed by using the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value.

[0102] Understandably, the preset dynamic stiffness correction condition refers to a pre-set condition for judging whether the preset dynamic stiffness analysis model needs to be corrected according to the dynamic stiffness index. In practical applications, compared with the polygon formed between the mounting points of the active side bracket of the whole vehicle suspension, when the mounting points are a straight line or close to a straight line, the influence of vibration on the active side bracket of the whole vehicle suspension is significantly increased, and the preset dynamic stiffness analysis model needs to be corrected at this time. Since the first dynamic stiffness index is directly related to the center coordinates of the mounting point, the first dynamic stiffness regression coefficient corresponding to the first dynamic stiffness index is corrected. For example, an error threshold (such as 0.1) is pre-set, and when obtaining the parameters of the suspension bracket, the center coordinates of the mounting point and the coordinates of each mounting point are obtained, and the minimum distance between the center coordinates of the mounting point and the coordinates of each mounting point is calculated. When the minimum distance is less than or equal to the error threshold, it is determined that the preset dynamic stiffness analysis model meets the preset dynamic stiffness correction condition, which indicates that the center coordinates of the mounting point coincide with or nearly coincide with one of the mounting points, and the mounting points are a straight line or close to a straight line. The preset dynamic stiffness correction coefficient is a preset coefficient used to correct the first dynamic stiffness regression coefficient.

[0103] In a specific embodiment, when the preset dynamic stiffness correction coefficient is 1.7, the corrected preset dynamic stiffness analysis model is y j= b0-1.7*b1A2+b2D. In order to verify the application effect of the preset dynamic stiffness analysis model, the dynamic stiffness analysis of the active side bracket of the whole vehicle suspension of the same developed model was carried out by means of meshing processing and the preset dynamic stiffness analysis model, and the dynamic stiffness results are shown in Table 2. Among them, the installation points of the active side bracket of the whole vehicle suspension in Samples 1, 2 and 8 are close to a straight line.

[0104] Table 2 Dynamic stiffness results of model analysis and meshing analysis

[0105]

[0106] It can be seen from Table 2 that the dynamic stiffness results obtained by using the uncorrected preset dynamic stiffness analysis model have unstable error control compared to the dynamic stiffness results processed by meshing. The dynamic stiffness results obtained by using the corrected preset dynamic stiffness analysis model for samples 1, 2, and 8 have an error control within 22%, which can ensure higher analysis accuracy.

[0107] This embodiment can timely correct the preset dynamic stiffness analysis model to avoid the deviation of the dynamic stiffness results. At the same time, combined with the horizontal and vertical comparison method, it is verified that the dynamic stiffness analysis based on the preset dynamic stiffness analysis model in the vehicle platform or concept design stage is feasible, and can be used as an effective method to quickly determine the dynamic stiffness of the active side bracket of the vehicle suspension.

[0108] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0109] In one embodiment, a suspension bracket mechanical analysis device is provided, and the suspension bracket mechanical analysis device corresponds to the suspension bracket mechanical analysis method in the above embodiment. Figure 5 As shown, the suspension bracket mechanical analysis device includes a parameter acquisition module 10, an index determination module 20 and a model analysis module 30. The functional modules are described in detail as follows:

[0110] The parameter acquisition module 10 is used to acquire the suspension bracket parameters of the vehicle suspension bracket;

[0111] An index determination module 20, used to determine a modal index and a dynamic stiffness index according to the suspension bracket parameters;

[0112] The model analysis module 30 is used to analyze and process the modal index and the dynamic stiffness index through a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

[0113] In one embodiment, the indicator determination module 20 includes:

[0114] A first modal index determining unit, configured to determine a first modal index according to the center coordinates of the mounting point and the elastic center coordinates;

[0115] a second modal index determining unit, configured to determine the net weight of the bracket as a second modal index;

[0116] The third modal index determining unit is used to determine the installation point span as a third modal index.

[0117] In one embodiment, the indicator determination module 20 further includes:

[0118] A first dynamic stiffness index determining unit, used to determine a first dynamic stiffness index according to the center coordinates of the mounting point and the elastic center coordinates;

[0119] The second dynamic stiffness index determining unit is used to determine the second dynamic stiffness index according to the design dynamic stiffness of the installation point, the net weight of the bracket and the span of the installation point.

[0120] In one embodiment, the model analysis module 30 includes:

[0121] a target modal value determination unit, configured to analyze and process the modal index using the preset modal analysis model to obtain a target modal value;

[0122] The target dynamic stiffness value determination unit is used to analyze and process the dynamic stiffness index through the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value.

[0123] In one embodiment, the model analysis module 30 further includes:

[0124] A modal sample acquisition unit, used to acquire historical modal sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models;

[0125] A modal regression coefficient determination unit, used to analyze and process all the historical modal sample data through a preset modal regression model to obtain a modal regression coefficient; the modal regression coefficient includes a modal regression constant, a first modal regression coefficient, a second modal regression coefficient and a third modal regression coefficient;

[0126] The preset modal analysis model determining unit is used to determine the preset modal analysis model according to the modal regression constant, the first modal regression coefficient, the second modal regression coefficient and the third modal regression coefficient.

[0127] In one embodiment, the model analysis module 30 further includes:

[0128] a modal model correction processing unit, configured to update the first modal regression coefficient according to a preset modal correction coefficient if it is determined that the preset modal analysis model satisfies a preset modal correction condition, so as to correct the preset modal analysis model according to the updated first modal regression coefficient, and analyze and process the modal index by using the corrected preset modal analysis model to obtain a target modal value;

[0129] The modal model non-correction processing unit is used to analyze and process the modal index through the preset modal analysis model to obtain a target modal value if it is determined that the preset modal analysis model does not meet the preset modal correction condition.

[0130] In one embodiment, the model analysis module 30 further includes:

[0131] A dynamic stiffness sample acquisition unit, used to acquire historical dynamic stiffness sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models;

[0132] A dynamic stiffness regression coefficient determination unit, used to analyze and process the historical dynamic stiffness sample data through a preset dynamic stiffness regression model to obtain a dynamic stiffness regression coefficient; the dynamic stiffness regression coefficient includes a dynamic stiffness regression constant, a first dynamic stiffness regression coefficient and a second dynamic stiffness regression coefficient;

[0133] The preset dynamic stiffness analysis model determining unit is used to determine the preset dynamic stiffness analysis model according to the dynamic stiffness regression constant, the first dynamic stiffness regression coefficient and the second dynamic stiffness regression coefficient.

[0134] In one embodiment, the model analysis module 30 further includes:

[0135] A dynamic stiffness model correction processing unit is used to update the first dynamic stiffness regression coefficient according to a preset dynamic stiffness correction coefficient if it is determined that the preset dynamic stiffness analysis model satisfies the preset dynamic stiffness correction condition, so as to correct the preset dynamic stiffness analysis model according to the updated first dynamic stiffness regression coefficient, and analyze and process the dynamic stiffness index through the corrected preset dynamic stiffness analysis model to obtain a target dynamic stiffness value;

[0136] The dynamic stiffness model non-correction processing unit is used to analyze and process the dynamic stiffness index through the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value if it is determined that the preset dynamic stiffness analysis model does not meet the preset dynamic stiffness correction condition.

[0137] For the specific definition of the suspension bracket mechanical analysis device, please refer to the definition of the suspension bracket mechanical analysis method above, which will not be repeated here. Each module in the above suspension bracket mechanical analysis device can be implemented in whole or in part by software, hardware and their combination. The above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0138] In one embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, a network interface and a database connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a readable storage medium and an internal memory. The readable storage medium stores an operating system, computer-readable instructions and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The database of the computer device is used to store data involved in the suspension bracket mechanical analysis method. The network interface of the computer device is used to communicate with an external terminal through a network connection. When the computer-readable instructions are executed by the processor, a suspension bracket mechanical analysis method is implemented. The readable storage medium provided in this embodiment includes a non-volatile readable storage medium and a volatile readable storage medium.

[0139] In one embodiment, a computer device is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor executes the computer-readable instructions to implement the following steps:

[0140] Obtaining suspension bracket parameters of the vehicle suspension bracket;

[0141] Determining modal index and dynamic stiffness index according to the suspension bracket parameters;

[0142] The modal index and the dynamic stiffness index are analyzed and processed by a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

[0143] In one embodiment, one or more computer-readable storage media storing computer-readable instructions are provided. The readable storage media provided in this embodiment include non-volatile readable storage media and volatile readable storage media. The readable storage media store computer-readable instructions, and when the computer-readable instructions are executed by one or more processors, the following steps are implemented:

[0144] Obtaining suspension bracket parameters of the vehicle suspension bracket;

[0145] Determining modal index and dynamic stiffness index according to the suspension bracket parameters;

[0146] The modal index and the dynamic stiffness index are analyzed and processed by a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

[0147] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing related hardware through computer-readable instructions. The computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When the computer-readable instructions are executed, they can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0148] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0149] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A suspension bracket mechanical analysis method, characterized in that: include: Obtaining suspension bracket parameters of the vehicle suspension bracket; Determining modal index and dynamic stiffness index according to the suspension bracket parameters; The modal index and the dynamic stiffness index are analyzed and processed by a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket.

2. The suspension bracket mechanical analysis method according to claim 1, characterized in that: The suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the bracket net weight and the mounting point span; the modal index includes the first modal index, the second modal index and the third modal index; Determining the modal index according to the suspension bracket parameters includes: Determine a first modal index according to the center coordinates of the mounting point and the elastic center coordinates; Determining the net weight of the bracket as a second modal indicator; The installation point span is determined as a third modal indicator.

3. The suspension bracket mechanical analysis method according to claim 1, characterized in that: The suspension bracket parameters include the center coordinates of the mounting point, the elastic center coordinates, the design dynamic stiffness of the mounting point, the net weight of the bracket and the span of the mounting point; The dynamic stiffness index includes a first dynamic stiffness index and a second dynamic stiffness index; Determining the dynamic stiffness index according to the suspension bracket parameters includes: Determining a first dynamic stiffness index according to the center coordinates of the installation point and the elastic center coordinates; The second dynamic stiffness index is determined according to the design dynamic stiffness of the installation point, the net weight of the bracket and the span of the installation point.

4. The suspension bracket mechanical analysis method according to claim 1, characterized in that: The preset mechanical analysis model includes a preset modal analysis model and a preset stiffness analysis model; The method of analyzing and processing the modal index and the dynamic stiffness index by using a preset mechanical analysis model to obtain a target modal value and a target dynamic stiffness value of the vehicle suspension bracket includes: Analyzing and processing the modal index by using the preset modal analysis model to obtain a target modal value; The dynamic stiffness index is analyzed and processed by the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value.

5. The suspension bracket mechanical analysis method according to claim 4, characterized in that: Before analyzing and processing the modal index by the preset modal analysis model, the method includes: Obtaining historical modal sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models; Analyzing and processing all the historical modal sample data by a preset modal regression model to obtain modal regression coefficients; the modal regression coefficients include a modal regression constant, a first modal regression coefficient, a second modal regression coefficient, and a third modal regression coefficient; A preset modal analysis model is determined according to the modal regression constant, the first modal regression coefficient, the second modal regression coefficient and the third modal regression coefficient.

6. The suspension bracket mechanical analysis method according to claim 5, characterized in that: The analyzing and processing the modal index by the preset modal analysis model to obtain a target modal value includes: If it is determined that the preset modal analysis model satisfies the preset modal correction condition, the first modal regression coefficient is updated according to the preset modal correction coefficient, so as to correct the preset modal analysis model according to the updated first modal regression coefficient, and the modal index is analyzed and processed by the corrected preset modal analysis model to obtain a target modal value; If it is determined that the preset modal analysis model does not satisfy the preset modal correction condition, the modal index is analyzed and processed by the preset modal analysis model to obtain a target modal value.

7. The suspension bracket mechanical analysis method according to claim 4, characterized in that: Before analyzing and processing the dynamic stiffness index by using the preset dynamic stiffness analysis model, the method includes: Obtaining historical dynamic stiffness sample data corresponding to a preset number of vehicle suspension brackets of developed vehicle models; The historical dynamic stiffness sample data is analyzed and processed by a preset dynamic stiffness regression model to obtain a dynamic stiffness regression coefficient; the dynamic stiffness regression coefficient includes a dynamic stiffness regression constant, a first dynamic stiffness regression coefficient and a second dynamic stiffness regression coefficient; A preset dynamic stiffness analysis model is determined according to the dynamic stiffness regression constant, the first dynamic stiffness regression coefficient and the second dynamic stiffness regression coefficient.

8. The suspension bracket mechanical analysis method according to claim 7, characterized in that: The analyzing and processing the dynamic stiffness index by using the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value includes: If it is determined that the preset dynamic stiffness analysis model satisfies the preset dynamic stiffness correction condition, the first dynamic stiffness regression coefficient is updated according to the preset dynamic stiffness correction coefficient, so as to correct the preset dynamic stiffness analysis model according to the updated first dynamic stiffness regression coefficient, and the dynamic stiffness index is analyzed and processed by the corrected preset dynamic stiffness analysis model to obtain a target dynamic stiffness value; If it is determined that the preset dynamic stiffness analysis model does not satisfy the preset dynamic stiffness correction condition, the dynamic stiffness index is analyzed and processed by the preset dynamic stiffness analysis model to obtain a target dynamic stiffness value.

9. A computer device comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, characterized in that: When the processor executes the computer-readable instructions, the suspension bracket mechanical analysis method according to any one of claims 1 to 8 is implemented.

10. A computer-readable storage medium storing computer-readable instructions, characterized in that: When the computer-readable instructions are executed by one or more processors, the one or more processors are caused to perform the suspension bracket mechanical analysis method according to any one of claims 1 to 8.

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