Whole vehicle vibration optimization method and device, equipment and storage medium

Abstract

The invention relates to a whole vehicle vibration optimization method and device, equipment and a storage medium. The method comprises the steps that a first area to be subjected to vibration optimization on a vehicle and an optimization target set for the first area are determined; a whole vehicle idle speed simulation model corresponding to the vehicle is built, engine excitation is injected into the whole vehicle idle speed simulation model, the output vibration speed of the first area is obtained, and a first acting force factor and a first transmission path factor which have a relation with vibration of the first area in the vehicle are determined; constructing an optimization model based on the vibration speed, the first acting force factor and the first transmission path factor, and inputting the optimization target into the optimization model to obtain a target acting force corresponding to the first acting force factor and a target transmission path amplitude corresponding to the first transmission path factor; and optimizing the vehicle based on the target acting force and the target transmission path amplitude. According to the invention, the efficiency and accuracy of vehicle vibration optimization can be improved.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and in particular to a whole vehicle vibration optimization method and device, equipment, and storage medium. Background Art

[0002] In the field of new energy vehicles, series-extended-range hybrid technology has the advantages of easy control, simple structure, low cost, and low fuel consumption compared to parallel hybrid technology. This technology has now been used by more and more OEMs, and extended-range vehicles have become a more popular plug-in hybrid model among users.

[0003] When the extended-range vehicle is idling, the range extender drives the motor to run, output electricity, and charge the power battery. The output power and idle speed of the range extender are much higher than those of traditional fuel vehicles. The idle second-order excitation frequency of the range extender is very easy to couple with the body mode, which in turn causes vibration problems in the car, such as seat vibration and steering wheel vibration. At present, the solution to this problem is usually to continuously modify the vehicle parameters and then gradually test them, but this optimization method is inefficient and has poor accuracy. Summary of the invention

[0004] One of the purposes of the present invention is to provide a whole vehicle vibration optimization method and device, equipment, and storage medium. The present invention can improve the efficiency and accuracy of vibration optimization of the vehicle.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A whole vehicle vibration optimization method, the whole vehicle vibration optimization method comprising:

[0007] Determining a first region on the vehicle to be vibration optimized and an optimization target set for the first region;

[0008] Build a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the vibration velocity of the first area of ​​the output, and determine the first force factor and the first transfer path factor in the vehicle that are related to the vibration of the first area;

[0009] An optimization model is constructed based on the vibration velocity, the first force factor, and the first transfer path factor, and the optimization target is input into the optimization model to obtain a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor;

[0010] The vehicle is optimized based on target forces and target transfer path magnitudes.

[0011] The technical solution of the present invention can first determine the area that needs to be optimized for vibration, and then determine the force factor and transfer path factor that have a greater impact on the vibration of the area based on the constructed vehicle idle simulation model, and finally establish an optimization model based on the vibration speed, force factor and transfer path factor, input the expected optimization target of the area into the optimization model, and obtain the optimization targets of the force factor and the transfer path factor in order to achieve the target, and then optimize the vehicle according to the optimization targets of the force factor and the transfer path factor. Through the above scheme, the vehicle can be accurately optimized according to the given target, and the efficiency and accuracy of the optimization can be improved.

[0012] In the above vehicle vibration optimization method, the vibration velocity is a vibration velocity curve that changes according to the excitation frequency of the engine excitation, the vibration velocity curve includes at least one vibration velocity curve of the first area in at least one direction, and determining a first force factor in the vehicle that is related to the vibration of the first area and a first transfer path factor includes:

[0013] Generate a root mean square value curve of the first region in at least one direction according to at least one vibration velocity curve; and determine a first maximum root mean square value in the root mean square value curve;

[0014] When the first maximum root mean square value is greater than a preset vibration threshold value, determining a target engine excitation frequency corresponding to the first maximum root mean square value;

[0015] Obtain the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system according to the excitation frequency change of the engine excitation output by the vehicle idle simulation model;

[0016] According to the target engine excitation frequency, a first force factor and a first transfer path factor are determined from a mount and exhaust system passive side force curve and a mount and exhaust system transfer path contribution curve.

[0017] Based on the above scheme, the present invention can optimize the vibration of the first area when the vibration of the first area exceeds a preset vibration threshold value. Moreover, during the optimization, the first force factor and the first transfer path factor that have a greater impact on the vibration of the first area are first found, which can improve the accuracy and optimization efficiency of the vibration optimization.

[0018] In the above vehicle vibration optimization method, the passive side force curve of the suspension and exhaust system includes at least one force curve of at least one suspension component or exhaust component in at least one direction, and the transfer path contribution curve of the suspension and exhaust system includes at least one transfer path contribution curve of at least one suspension component or exhaust component in at least one direction; according to the target engine excitation frequency, the first force factor and the first transfer path factor are determined from the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system, including:

[0019] Finding at least one force and at least one transfer path contribution corresponding to the target engine excitation frequency from at least one force curve and at least one transfer path contribution curve;

[0020] Determine a first force greater than a first threshold value among at least one force, a first direction and a first component corresponding to the first force, and determine the force of the first component in the first direction as a first force factor; the first component is a suspension component or an exhaust component; the number of the first components is one or more;

[0021] Determine a first contribution amount greater than a second threshold value in at least one transfer path contribution amount, as well as a second direction and a second component corresponding to the first contribution amount, and determine the contribution amount of the second component in the second direction as a first transfer path factor; the second component is a suspension component or an exhaust component; the number of the second components is one or more.

[0022] Based on the above scheme, the present invention determines the force factor that has a greater impact on the vibration of the first area based on at least one force, and at the same time determines the first transfer path factor that has a greater impact on the vibration of the first area based on at least one transfer path contribution. It can accurately find the target to be optimized, thereby achieving optimization of the vibration of the first area.

[0023] In the above vehicle vibration optimization method, after determining the target engine excitation frequency corresponding to the first maximum root mean square value, the method further includes:

[0024] determining at least one vibration velocity in at least one direction constituting a first maximum root mean square value based on at least one vibration velocity curve;

[0025] determining a maximum vibration speed among at least one vibration speed and a target direction to which the maximum vibration speed belongs among at least one direction;

[0026] An optimization model is constructed based on vibration velocity, first force factor and first transfer path factor, including:

[0027] An optimization model is constructed based on a first vibration velocity of the first region in a target direction, a first force factor, and a first transfer path factor.

[0028] Based on the above scheme, when optimizing the vibration of the first area, the present invention further refines the vibration directions of the first area and finds the target direction that has the greatest impact on the vibration of the first area, thereby making subsequent optimization more accurate.

[0029] In the above vehicle vibration optimization method, an optimization model is constructed based on the first vibration velocity of the first area in the target direction, the first force factor, and the first transfer path factor, including:

[0030] Build a body simulation model corresponding to the vehicle; the body simulation model lacks powertrain components compared to the whole vehicle idle simulation model;

[0031] Loading a unit force to at least one position in the vehicle body simulation model to obtain a first transfer path vibration curve in a target direction from a first transfer path factor to a first region in the vehicle body simulation model;

[0032] Finding the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; determining the first vibration velocity output by the vehicle body simulation model at the first transfer path amplitude;

[0033] An optimization model is constructed based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

[0034] Based on the above scheme, the present invention constructs an optimization model that outputs the first vibration speed of the first area in the target direction according to the determined first force factor and the first transfer path factor, and then the first vibration speed can be solved objectively through the optimization model, and the force corresponding to the first force factor and the transfer path amplitude corresponding to the first transfer path factor when the target corresponding to the first vibration speed is reached are output, so that the vehicle can be quickly optimized according to the output force and transfer path amplitude.

[0035] In the above vehicle vibration optimization method, an optimization model is constructed based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor, including:

[0036] Based on the vehicle idle simulation model, the injected engine excitation is reduced according to a preset ratio to obtain a second force corresponding to the first force factor;

[0037] Based on the vehicle body simulation model, the injected unit force is reduced according to a preset ratio, and a second transfer path amplitude corresponding to the first transfer path factor and a second vibration velocity output by the vehicle body simulation model under the second transfer path amplitude are obtained;

[0038] Determine a third set of central vibration data based on the first set of vibration data and the second set of vibration data; construct an optimization model based on the first set of vibration data, the second set of vibration data and the third set of central vibration data;

[0039] The first set of vibration data includes a first vibration velocity, a first force, and a first transfer path amplitude; the second set of vibration data includes a second vibration velocity, a second force, and a second transfer path amplitude.

[0040] In the above vehicle vibration optimization method, finding the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve includes:

[0041] Taking the target engine excitation frequency as the center, the preset value is floated up and down to obtain the target engine excitation frequency range;

[0042] Finding a maximum transfer path amplitude in a target engine excitation frequency interval from a first transfer path vibration curve;

[0043] A maximum transfer path amplitude is determined as the first transfer path amplitude.

[0044] Based on the above scheme, the present invention can determine the maximum transfer path amplitude within the target engine excitation frequency range corresponding to the target engine excitation frequency as the first transfer path amplitude, so that the determined first transfer path amplitude can more accurately reflect the vehicle body condition, thereby making the subsequently established optimization model more accurate.

[0045] In the above vehicle vibration optimization method, the vehicle is optimized based on the target force and the target transfer path amplitude, including:

[0046] determining a force difference between the target force and the first force;

[0047] determining a transfer path amplitude difference between the target transfer path amplitude and the first transfer path amplitude;

[0048] Target components in the vehicle are optimized based on the force differences and transfer path amplitude differences.

[0049] In the above vehicle vibration optimization method, the method further includes:

[0050] After optimizing the target components in the vehicle, rebuild the corresponding vehicle idle simulation model and inject engine excitation;

[0051] Acquire a third vibration velocity of the first region in a target direction and a second maximum root mean square value of the first region in at least one direction under a target engine excitation frequency;

[0052] When the third vibration speed is less than or equal to the target speed of the optimization target and the second maximum root mean square value is less than or equal to the preset vibration threshold value, it is determined that the optimization of the target component is successful.

[0053] Based on the above scheme, after optimizing the vehicle, the present invention can further verify the optimization result, so that the optimization model can be further updated according to the verification result.

[0054] A whole vehicle vibration optimization device, the whole vehicle vibration optimization device comprising:

[0055] A determination unit, configured to determine a first region on the vehicle to be vibration optimized, and an optimization target set for the first region;

[0056] A model building unit is used to build a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the vibration velocity of the first area of ​​the output, and determine a first force factor in the vehicle that is related to the vibration of the first area, and a first transfer path factor;

[0057] The model building unit is further used to build an optimization model based on the vibration velocity, the first force factor and the first transfer path factor, input the optimization target into the optimization model, and obtain the target force corresponding to the first force factor and the target transfer path amplitude corresponding to the first transfer path factor;

[0058] An optimization unit is used to optimize the vehicle based on a target force and a target transfer path amplitude.

[0059] The technical solution of the present invention can first determine the area that needs to be optimized for vibration, and then determine the force factor and transfer path factor that have a greater impact on the vibration of the area based on the constructed vehicle idle simulation model, and finally establish an optimization model based on the vibration speed, force factor and transfer path factor, input the expected optimization target of the area into the optimization model, and obtain the optimization targets of the force factor and the transfer path factor in order to achieve the target, and then optimize the vehicle according to the optimization targets of the force factor and the transfer path factor. Through the above scheme, the vehicle can be accurately optimized according to the given target, and the efficiency and accuracy of the optimization can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 A schematic diagram of a flow chart of a vehicle vibration optimization method provided by an embodiment of the present invention;

[0061] Figure 2 A schematic diagram of an exemplary vehicle idle simulation model provided by an embodiment of the present invention;

[0062] Figure 3 A schematic diagram of a vibration velocity curve of an exemplary steering wheel in the X direction provided by an embodiment of the present invention;

[0063] Figure 4 A schematic diagram of a vibration velocity curve of an exemplary steering wheel in the Y direction provided by an embodiment of the present invention;

[0064] Figure 5 A schematic diagram of a vibration velocity curve of an exemplary steering wheel in the Z direction provided by an embodiment of the present invention;

[0065] Figure 6 A schematic diagram of a three-direction vibration velocity root mean square value curve of an exemplary steering wheel provided in an embodiment of the present invention;

[0066] Figure 7 A schematic diagram of an overall force curve of a suspension component or an exhaust component of a vehicle provided by an exemplary embodiment of the present invention;

[0067] Figure 8 A schematic diagram of at least one force acting on a partial suspension component or an exhaust component in different directions provided by an embodiment of the present invention;

[0068] Fig. 9 A schematic diagram of at least one transfer path contribution of a partial suspension component or an exhaust component in different directions provided by an exemplary embodiment of the present invention;

[0069] Fig.10 An exemplary optimization model code schematic diagram provided for an embodiment of the present invention;

[0070] Fig.11 A schematic diagram of an exemplary target engine excitation frequency range provided by an embodiment of the present invention;

[0071] Fig.12 An exemplary schematic diagram of solving an optimization model provided by an embodiment of the present invention;

[0072] Fig.13 A schematic diagram of an exemplary transfer path amplitude optimization curve provided by an embodiment of the present invention;

[0073] Fig.14 An exemplary optimized schematic diagram of a vehicle component provided in an embodiment of the present invention;

[0074] Fig.15 A schematic diagram of the structure of a vehicle vibration optimization device provided by an embodiment of the present invention;

[0075] Fig.16 A schematic diagram of the composition structure of a whole vehicle vibration optimization device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0076] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0077] In the field of new energy vehicles, the series-range extended hybrid technology has the advantages of easy control, simple structure, low cost and low fuel consumption compared with the parallel hybrid technology. This technology has been applied by more and more OEMs, and the extended-range vehicle has become a plug-in hybrid model that is more popular with users. Under the idling condition of the extended-range vehicle, the range extender drives the motor to run, output electricity, and charge the power battery. The output power and idle speed of the range extender are much higher than those of traditional fuel vehicles. The idle speed of the range extender is usually between 900-1500RPM, and the idle second-order excitation frequency (30-50Hz) is very easy to couple with the body mode, causing vibration problems in the car, such as seats and steering wheels. Developing a whole-vehicle idle vibration optimization method for in-vehicle vibration control, comprehensively carrying out hierarchical and graded diagnosis of idle vibration problems in the product design stage, achieving the idle vibration control goals in all directions, and forming a vehicle noise, vibration and harshness (NVH) target decomposition strategy, has important practical significance for improving product development efficiency and reducing prototype vehicle rectification.

[0078] At present, the existing technology achieves vehicle idle vibration optimization through the following methods:

[0079] 1. A suspension system optimization method and device, belonging to the field of automobile technology. The method includes: determining the excitation force; determining the target dynamic stiffness parameter; determining the evaluation parameter, including: determining the engine idle vibration evaluation parameter and the transmitter start vibration evaluation parameter according to the excitation force and the target dynamic stiffness parameter; judging operation, including: judging whether the engine idle vibration evaluation parameter and the transmitter start vibration evaluation parameter meet the preset conditions; if the engine idle vibration evaluation parameter and the transmitter start vibration evaluation parameter meet the preset conditions, then output the target dynamic stiffness parameter. However, this method is oriented to the design of suspension dynamic stiffness parameters, based on the idle speed and engine start vibration, and only considers the influence of the excitation source (engine excitation force and suspension system) on the vibration inside the vehicle, without considering the vehicle body transmission path, and cannot guide the vehicle body design in the product development stage.

[0080] 2. A robustness optimization method for powertrain suspension based on the idle vibration performance of the whole vehicle, belonging to the field of automobile technology. The method includes: P-chart analysis to determine the relevant parameters of the robustness optimization design of the suspension system; building a whole vehicle NVH simulation analysis model to perform a whole vehicle idle NVH performance simulation analysis; performing parametric modeling of the suspension installation position and suspension bushing stiffness; performing DOE sampling calculation of the suspension installation position; establishing a radial basis function approximation model I that meets the accuracy requirements; performing deterministic optimization and verification of the suspension installation position; performing a Design Of Experiment (DOE) sampling calculation of the suspension bushing stiffness on the basis that the suspension installation position has been determined; establishing a radial basis function approximation model that meets the accuracy requirements; performing deterministic optimization and verification of the suspension bushing stiffness; and performing robustness analysis and robustness optimization on the deterministic optimization results of the suspension bushing stiffness. This solution is oriented to the optimization design of the suspension system. By optimizing the suspension position and stiffness, the excitation transmitted from the engine to the vehicle through the suspension under idle conditions is reduced, thereby reducing the vibration inside the vehicle. However, this approach only considers the impact of suspension design on in-vehicle vibration, but does not quantify the suspension excitation. In addition, this solution does not consider the impact of the body transfer path on the vehicle's idling in-vehicle vibration, and cannot guide body design during the product development stage.

[0081] 3. A multidisciplinary optimization design method for a suspension system based on front suspension flutter and idle vibration, belonging to the field of automobile technology. The method comprises: step 1, determining the relevant parameters of the multidisciplinary optimization design of the suspension system; step 2, establishing a front suspension flutter simulation analysis model and performing front suspension flutter simulation analysis, establishing an idle vibration simulation model and performing idle vibration simulation analysis; step 3, determining multiple control factors that need to be optimized for the suspension system, and parameterizing each control factor; step 4, performing DOE sampling calculations for each control factor; step 5, extracting DOE sample points and calculation results, and constructing a response surface approximate model based on the front suspension flutter performance and idle vibration performance respectively; step 6, based on the approximate model in step 5, optimizing each control factor and obtaining an optimization scheme. The scheme is oriented to the optimization design of suspension and suspension parameters, and the suspension parameters are simultaneously used as control factors for the front suspension flutter working condition and the idle vibration working condition. By optimizing the suspension stiffness and damping, the excitation transmitted from the engine to the vehicle through the suspension under the idle working condition is reduced. However, this approach only considers the effect of the suspension parameters on the idling interior vibration, without quantifying the suspension excitation. In addition, this approach also does not consider the effect of the body transfer path on the idling interior vibration.

[0082] 4. A vehicle idle vibration optimization method, system and storage medium, belonging to the field of automobile technology. The method includes: S1: based on the steering system, construct a whole vehicle model simulation analysis model and perform steering system modal simulation analysis, construct a whole vehicle idle simulation analysis model and perform whole vehicle idle simulation analysis; S2: build a multi-condition integrated workflow, and perform DOE sampling calculation of steering system related parameters; S3: according to the DOE sampling calculation results, build a proxy model, and verify whether the proxy model meets the preset accuracy threshold. If it does, proceed to the next step; if it does not, return to S2, add DOE sampling points or change the proxy model type; S4: Based on the verified proxy model, balance optimization of the steering system modality and the whole vehicle idle performance is performed, and the results are verified in the whole vehicle finite element model. This solution is aimed at the balanced design of the steering system modality and the whole vehicle idle vibration performance. It directly reduces the sensitivity of the vehicle body transfer path by optimizing the material thickness and size of each component of the steering system, thereby reducing the idle vehicle vibration. However, this method does not consider the influence of the excitation source. In addition, the body transfer path only considers the terminal area (such as the steering system, steering support), and does not consider the front end area of ​​the body (such as the front end of the body, the cabin, etc.).

[0083] In view of the above technical problems, the present invention provides a whole vehicle vibration optimization method, which is implemented by a whole vehicle vibration optimization device. Figure 1 A schematic diagram of a flow chart of a vehicle vibration optimization method provided by an embodiment of the present invention, such as Figure 1 As shown, the steps S101 to S104 are included:

[0084] Step S101: determining a first region on a vehicle to be optimized for vibration, and setting an optimization target for the first region.

[0085] In an embodiment of the present invention, the whole vehicle vibration optimization device determines a first area on the vehicle to be vibration optimized and an optimization target set for the first area.

[0086] In an embodiment of the present invention, the first area is an area where vibration problems in the vehicle can be sensed, such as a steering wheel, an armrest, or a seat, etc. The specific first area can be determined based on actual conditions, and the embodiment of the present invention does not make any specific limitations here.

[0087] In an embodiment of the present invention, the optimization target set for the first area may be a speed range in which the vibration speed of the first area is expected to be, such as a vibration speed threshold value; the specific optimization target may be determined based on actual conditions, and the embodiment of the present invention does not make any specific limitation here.

[0088] Step S102: construct a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the vibration velocity of the first area of ​​the output, and determine the first force factor and the first transfer path factor in the vehicle that are related to the vibration of the first area.

[0089] In an embodiment of the present invention, after determining the first area on the vehicle to be vibration optimized and the optimization target set for the first area, the vehicle vibration optimization device builds a vehicle idle simulation model corresponding to the vehicle, injects engine excitation into the vehicle idle simulation model, obtains the vibration speed of the output first area, and determines the first force factor in the vehicle that is related to the vibration of the first area, and the first transfer path factor.

[0090] In the embodiment of the present invention, the vehicle idle simulation model may include the vehicle body, powertrain (including exhaust system), battery system and chassis system. Figure 2 , a detailed finite element network can be used in simulation modeling. The present invention uses Optistruct software in simulation.

[0091] In an embodiment of the present invention, when performing a whole vehicle idle vibration simulation on a whole vehicle idle simulation model, after injecting engine excitation into the whole vehicle idle simulation model, the whole vehicle idle simulation model outputs the vibration velocity of the first area, the passive side force of the vehicle's suspension and exhaust system, and the contribution of the suspension and exhaust system transfer paths.

[0092] In the embodiment of the present invention, since the suspension of the vehicle may include at least a rear suspension, a left suspension and a right suspension, and the rear suspension includes a rear suspension in the X direction, a rear suspension in the Y direction and a rear suspension in the Z direction, similarly, the left suspension includes a left suspension in the X direction, a left suspension in the Y direction and a left suspension in the Z direction, and the right suspension includes a right suspension in the X direction, a right suspension in the Y direction and a right suspension in the Z direction, similarly, the exhaust system also has passive side forces in different directions, therefore, it is necessary to determine the first force factor in the suspension and the exhaust system that is related to the vibration of the first area according to the passive side forces of different suspensions in different directions and the passive side forces of the exhaust system in different directions.

[0093] In the embodiment of the present invention, similar to determining the first force factor, it is also necessary to determine the first transfer path factor related to the vibration of the first area in the suspension and the exhaust system based on the transfer path contributions of different suspensions in different directions and the transfer path contributions of the exhaust system in different directions.

[0094] Step S103: construct an optimization model based on the vibration velocity, the first force factor and the first transfer path factor, input the optimization target into the optimization model, and obtain the target force corresponding to the first force factor and the target transfer path amplitude corresponding to the first transfer path factor.

[0095] In an embodiment of the present invention, after obtaining the vibration velocity of the output first area and determining the first force factor and the first transfer path factor in the vehicle that are related to the vibration of the first area, the whole vehicle vibration optimization device constructs an optimization model based on the vibration velocity, the first force factor and the first transfer path factor, inputs the optimization target into the optimization model, and obtains the target force corresponding to the first force factor and the target transfer path amplitude corresponding to the first transfer path factor.

[0096] In the embodiment of the present invention, exemplarily, the first area is the steering wheel, the first force factor is the right suspension in the Z direction, and the first transfer path factor is the rear suspension in the Z direction and the right suspension in the X direction. At this time, an optimization model can be constructed based on the vibration speed of the steering wheel, the right suspension in the Z direction, the rear suspension in the Z direction, and the right suspension in the X direction. Then, the optimization target set for the steering wheel (such as the vibration speed threshold value) is input into the variable of the vibration speed of the steering wheel in the optimization model to determine the force corresponding to the right suspension in the Z direction and the transfer path amplitudes corresponding to the rear suspension in the Z direction and the right suspension in the X direction when reducing the vibration speed of the steering wheel to the optimization target.

[0097] Step S104: Optimize the vehicle based on the target force and the target transfer path amplitude.

[0098] In an embodiment of the present invention, the vehicle vibration optimization device optimizes the vehicle based on the target force and the target transfer path amplitude after obtaining the target force corresponding to the first force factor and the target transfer path amplitude corresponding to the first transfer path factor based on the optimization model and the optimization target.

[0099] In an embodiment of the present invention, after determining the target force corresponding to the first force factor and the target transfer path amplitude corresponding to the first transfer path factor, the components on the vehicle that affect the first force factor and the components on the vehicle that affect the first transfer path factor are optimized, so that the current force of the first force factor approaches the target force, and the current transfer path amplitude of the first transfer path factor approaches the target transfer path amplitude, thereby making the vibration speed of the first area close to the optimization target.

[0100] In an optional embodiment of the present invention, the vibration velocity is a vibration velocity curve that changes according to the excitation frequency of the engine excitation, the vibration velocity curve includes at least one vibration velocity curve in the first area in at least one direction, and the whole vehicle vibration optimization device determines a first force factor in the vehicle that is related to the vibration of the first area, and a first transfer path factor, including the following steps S201 to S204:

[0101] Step S201: Generate a root mean square value curve of a first region in at least one direction according to at least one vibration velocity curve; and determine a first maximum root mean square value in the root mean square value curve.

[0102] In an embodiment of the present invention, after obtaining the vibration velocity of the output first area, the vehicle vibration optimization device generates a root mean square value curve of the first area in at least one direction according to at least one vibration velocity curve; and determines the first maximum root mean square value in the root mean square value curve.

[0103] In the embodiment of the present invention, still taking the first area as the steering wheel as an example, the vibration velocity curve of the steering wheel at least includes the vibration velocity curve of the steering wheel in the X direction (refer to Figure 3 ), and the vibration velocity curve of the steering wheel in the Y direction (reference Figure 4 ) and the vibration velocity curve of the steering wheel in the Z direction (reference Figure 5 ), based on the vibration velocity curves of the steering wheel in the X, Y and Z directions, the root mean square value RSS curve of the three-direction vibration velocity of the steering wheel can be obtained, refer to Figure 6 ,from Figure 6 The largest first maximum RMS value can be found in , for example Figure 6 2.15mm / s.

[0104] Step S202: when the first maximum root mean square value is greater than a preset vibration threshold value, determine a target engine excitation frequency corresponding to the first maximum root mean square value.

[0105] In an embodiment of the present invention, after determining the first maximum RMS value in the RMS value curve, the vehicle vibration optimization device determines the target engine excitation frequency corresponding to the first maximum RMS value when the first maximum RMS value is greater than a preset vibration threshold value.

[0106] In the embodiment of the present invention, it is assumed that the preset vibration threshold value is set to 2.0 mm / s. Figure 6 The 2.15mm / s in the figure is greater than 2.0mm / s, indicating that the vibration in the first area does not meet the standard and needs to be optimized. Based on this, the target engine excitation frequency corresponding to 2.15mm / s is first determined. Figure 6, exemplarily, the target engine excitation frequency is the frequency at the range extender idle speed of 950 RPM, which is approximately 31.7 Hz.

[0107] Step S203: Obtain the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system output by the vehicle idle simulation model according to the change of the excitation frequency of the engine excitation.

[0108] In an embodiment of the present invention, after determining the target engine excitation frequency corresponding to the first maximum root mean square value, the vehicle vibration optimization device obtains the passive side force curve of the suspension and exhaust system output by the vehicle idle simulation model according to the change of the excitation frequency of the engine excitation, and the suspension and exhaust system transfer path contribution curve.

[0109] In an embodiment of the present invention, the passive side force curve of the suspension and exhaust system may include different curves corresponding to the passive side forces of different suspensions in different directions, and the transfer path contribution curve of the suspension and exhaust system may also include different curves corresponding to the transfer path contributions of different suspensions in different directions.

[0110] Step S204: Determine a first force factor and a first transfer path factor from the passive side force curve of the mount and exhaust system and the transfer path contribution curve of the mount and exhaust system according to the target engine excitation frequency.

[0111] In an embodiment of the present invention, after obtaining the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system, the vehicle vibration optimization device determines the first force factor and the first transfer path factor from the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system according to the target engine excitation frequency.

[0112] In the embodiment of the present invention, since the passive side forces of the suspension and exhaust system include the passive side forces of different suspensions in different directions, it is necessary to determine the first force factor that has the greatest impact on the vibration of the first area, and the number of the first force factors may be one or more; at the same time, since the transfer path contribution of the suspension and exhaust system includes the transfer path contribution of different suspensions in different directions, it is necessary to determine the first transfer path factor that has the greatest impact on the vibration of the first area, and the number of the first transfer path factors may be one or more.

[0113] In an optional embodiment of the present invention, the passive side force curve of the suspension and exhaust system includes at least one force curve of at least one suspension component or exhaust component in at least one direction, and the transfer path contribution curve of the suspension and exhaust system includes at least one transfer path contribution curve of at least one suspension component or exhaust component in at least one direction; the whole vehicle vibration optimization device determines the first force factor and the first transfer path factor from the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system according to the target engine excitation frequency, including the following steps S301 to S303:

[0114] Step S301: searching at least one force and at least one transfer path contribution corresponding to a target engine excitation frequency from at least one force curve and at least one transfer path contribution curve.

[0115] In an embodiment of the present invention, after obtaining the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system, the whole vehicle vibration optimization device searches for at least one force and at least one transfer path contribution corresponding to the target engine excitation frequency from at least one force curve and at least one transfer path contribution curve.

[0116] In an embodiment of the present invention, at least one force acting on at least one suspension component or exhaust component in at least one direction at a target engine excitation frequency is found from at least one force curve of at least one suspension component or exhaust component in at least one direction; at the same time, at least one transfer path contribution of at least one suspension component or exhaust component in at least one direction at the target engine excitation frequency is found from at least one transfer path contribution curve of at least one suspension component or exhaust component in at least one direction.

[0117] In the embodiments of the present invention, for example, reference Figure 7 , is the overall force curve of the vehicle's suspension components or exhaust components, refer to Figure 8 , lists at least one force acting on some suspension components or exhaust components in different directions, refer to Fig. 9 , lists at least one transfer path contribution of some suspension components or exhaust components in different directions.

[0118] Step S302, determine a first force greater than a first threshold value among at least one force, and a first direction and a first component corresponding to the first force, and determine the force of the first component in the first direction as a first force factor; the first component is a suspension component or an exhaust component; the number of the first components is one or more.

[0119] In an embodiment of the present invention, after finding at least one force corresponding to the target engine excitation frequency and at least one transfer path contribution, the vehicle vibration optimization device determines a first force greater than a first threshold value among the at least one force, and a first direction and a first component corresponding to the first force, and determines the force of the first component in the first direction as a first force factor; the first component is a suspension component or an exhaust component; and the number of the first components is one or more.

[0120] In the embodiment of the present invention, reference Figure 8 , assuming that the first threshold value is set to 10N, it can be seen that Figure 8 The at least one acting force greater than 10N is an acting force of the rear suspension in the Z direction, an acting force of the rear suspension in the X direction, and an acting force of the rear suspension in the Y direction.

[0121] In an embodiment of the present invention, not only can a first threshold value be set for screening the first force, but at least one force can also be directly sorted from high to low, and at least one force at a front position can be determined as the first force; the specific method of screening the first force can be selected according to actual conditions, and the embodiment of the present invention does not make any specific limitations here.

[0122] Step S303, determining a first contribution amount greater than a second threshold value among at least one transfer path contribution amount, and a second direction and a second component corresponding to the first contribution amount, and determining a contribution amount of the second component in the second direction as a first transfer path factor; the second component is a suspension component or an exhaust component; and the number of the second components is one or more.

[0123] In an embodiment of the present invention, after finding at least one force corresponding to the target engine excitation frequency and at least one transfer path contribution, the vehicle vibration optimization device determines a first contribution greater than a second threshold value in the at least one transfer path contribution, and a second direction and a second component corresponding to the first contribution, and determines the contribution of the second component in the second direction as a first transfer path factor; the second component is a suspension component or an exhaust component; and the number of the second components is one or more.

[0124] In the embodiment of the present invention, reference Fig. 9 , assuming that the second threshold is set to 15%, it can be seen that Fig. 9 The transfer path contribution of at least one of the transfer path contributions whose absolute value is greater than 15% is the transfer path contribution of the rear suspension in the Z direction, the transfer path contribution of the left suspension in the Z direction, and the transfer path contribution of the rear suspension in the X direction.

[0125] In the embodiment of the present invention, not only can the second threshold value be set for screening the first transfer path factor, but at least one transfer path contribution can also be directly sorted from high to low, and at least one transfer path contribution with a front position is determined as the first transfer path factor; the specific method of screening the first transfer path factor can be selected according to actual conditions, and the embodiment of the present invention does not make any specific limitation here.

[0126] In an optional embodiment of the present invention, after the vehicle vibration optimization device determines the target engine excitation frequency corresponding to the first maximum root mean square value, it also includes the following steps S401 to S404:

[0127] Step S401: Determine at least one vibration velocity in at least one direction constituting a first maximum root mean square value according to at least one vibration velocity curve.

[0128] In an embodiment of the present invention, after determining the target engine excitation frequency corresponding to the first maximum RMS value, the vehicle vibration optimization device determines at least one vibration speed in at least one direction constituting the first maximum RMS value according to at least one vibration speed curve.

[0129] In the embodiment of the present invention, the first area is still taken as the steering wheel as an example. Figure 3 , Figure 4 as well as Figure 5 It can be seen that the vibration speeds in at least one direction constituting the first maximum RMS value of 2.15 mm / s are: 1.1 mm / s in the X direction of the steering wheel, 0.78 mm / s in the Y direction of the steering wheel, and 1.73 mm / s in the Z direction of the steering wheel.

[0130] Step S402: Determine a maximum vibration speed among at least one vibration speed, and a target direction to which the maximum vibration speed belongs among at least one direction.

[0131] In the embodiment of the present invention, after determining at least one vibration speed, the vehicle vibration optimization device determines a maximum vibration speed among the at least one vibration speed and a target direction to which the maximum vibration speed belongs in at least one direction.

[0132] In the embodiments of the present invention, for example, reference Figure 3 , Figure 4 as well as Figure 5 It can be seen that the vibration speed of the steering wheel in the Z direction is the largest, which is 1.73 mm / s. Therefore, it is necessary to focus on optimizing the vibration speed of the steering wheel in the Z direction.

[0133] Step S403: constructing an optimization model based on the first vibration velocity of the first area in the target direction, the first force factor, and the first transfer path factor.

[0134] In an embodiment of the present invention, after determining the maximum vibration speed among at least one vibration speed and the target direction to which the maximum vibration speed belongs in at least one direction, the vehicle vibration optimization device constructs an optimization model based on the first vibration speed of the first area in the target direction, the first force factor and the first transfer path factor.

[0135] In an optional embodiment of the present invention, the vehicle vibration optimization device constructs an optimization model based on the first vibration velocity of the first area in the target direction, the first force factor, and the first transfer path factor, including the following steps S501 to S504:

[0136] Step S501, building a vehicle body simulation model corresponding to the vehicle; the vehicle body simulation model lacks powertrain components compared to the whole vehicle idle simulation model.

[0137] In an embodiment of the present invention, after determining the first force factor and the first transfer path factor in the vehicle that are related to the vibration of the first area, the vehicle vibration optimization device builds a body simulation model corresponding to the vehicle; the body simulation model lacks powertrain components compared to the vehicle idle simulation model.

[0138] In the embodiment of the present invention, when building the vehicle body simulation model corresponding to the vehicle, it is not necessary to inject engine excitation, therefore, it is necessary to remove the powertrain (including the exhaust system) based on the whole vehicle idle simulation model.

[0139] Step S502: Load a unit force to at least one position in the vehicle body simulation model to obtain a first transfer path vibration curve in a target direction from a first transfer path factor to a first region in the vehicle body simulation model.

[0140] In an embodiment of the present invention, after building a body simulation model corresponding to the vehicle, the vehicle vibration optimization device loads a unit force to at least one position in the body simulation model to obtain a first transfer path vibration curve in a target direction from a first transfer path factor to a first region in the body simulation model.

[0141] In an embodiment of the present invention, when a unit force is loaded at at least one position in the vehicle body simulation model, the load is usually applied to the vehicle body suspension and various attachment points of the exhaust system. Furthermore, while loading the unit force, a vibration transfer function simulation may be run under the Nastran software, and the output of the vibration transfer function may be set as the vibration velocity of the first region in the target direction, such as the vibration velocity of the steering wheel in the Z direction.

[0142] In the embodiment of the present invention, when there are multiple first transfer path factors, there are multiple corresponding first transfer path vibration curves; illustratively, the first transfer path factors are the transfer path contribution of the rear suspension in the Z direction, the transfer path contribution of the left suspension in the Z direction, and the transfer path contribution of the rear suspension in the X direction. Therefore, the first transfer path vibration curve includes the transfer path contribution curve from the rear suspension Z direction to the steering wheel Z direction, the transfer path contribution curve from the left suspension Z direction to the steering wheel Z direction, and the transfer path contribution curve from the rear suspension X direction to the steering wheel Z direction.

[0143] Step S503: searching the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; and determining a first vibration velocity output by the vehicle body simulation model at the first transfer path amplitude.

[0144] In an embodiment of the present invention, after obtaining the first transfer path vibration curve in the target direction from the first transfer path factor to the first area in the vehicle body simulation model, the vehicle vibration optimization device searches for the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; and determines the first vibration speed output by the vehicle body simulation model at the first transfer path amplitude.

[0145] In an embodiment of the present invention, when there are multiple first transfer path vibration curves, there are multiple first transfer path amplitudes; illustratively, the first transfer path amplitude may include the transfer path amplitude from the rear suspension Z direction to the steering wheel Z direction, the transfer path amplitude from the left suspension Z direction to the steering wheel Z direction, and the transfer path amplitude from the rear suspension X direction to the steering wheel Z direction; and the first vibration speed output by the vehicle body simulation model at different transfer path amplitudes is obtained.

[0146] Step S504: constructing an optimization model based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

[0147] In an embodiment of the present invention, after determining the first vibration speed output by the vehicle body simulation model at the first transfer path amplitude, the vehicle vibration optimization device constructs an optimization model based on the first vibration speed, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

[0148] In the embodiment of the present invention, exemplarily, the X-direction force of the rear suspension is selected as the first force factor, and the transmission path amplitude from the Z direction of the rear suspension to the Z direction of the steering wheel, the transmission path amplitude from the Z direction of the left suspension to the Z direction of the steering wheel, and the transmission path amplitude from the X direction of the rear suspension to the Z direction of the steering wheel are selected as the first transfer path factor. At this time, an optimization model is constructed based on the first vibration speed at different transfer path amplitudes output by the vehicle body simulation model, the X-direction force of the rear suspension, and the transmission path amplitude from the Z direction of the rear suspension to the Z direction of the steering wheel, the transmission path amplitude from the Z direction of the left suspension to the Z direction of the steering wheel, and the transmission path amplitude from the X direction of the rear suspension to the Z direction of the steering wheel.

[0149] In an optional embodiment of the present invention, the vehicle vibration optimization device constructs an optimization model based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor, including the following steps S601 to S603:

[0150] Step S601: Based on the vehicle idle simulation model, the injected engine excitation is reduced according to a preset ratio to obtain a second force corresponding to the first force factor.

[0151] In an embodiment of the present invention, after determining the first vibration speed output by the vehicle body simulation model at the first transfer path amplitude, the vehicle vibration optimization device reduces the injected engine excitation by a preset proportion based on the vehicle idle simulation model to obtain the second force corresponding to the first force factor.

[0152] In the embodiment of the present invention, 4-factor DOE and 2-factor levels are selected to construct the optimization model. The 4-factor DOE includes the force in the X direction of the rear suspension, the transfer path amplitude from the Z direction of the rear suspension to the Z direction of the steering wheel, the transfer path amplitude from the Z direction of the left suspension to the Z direction of the steering wheel, and the transfer path amplitude from the X direction of the rear suspension to the Z direction of the steering wheel; the 2-factor level can be understood as factor level 1 of the initial simulation value, and factor level 2 after reducing a preset proportion (for example, 20%) on the basis of factor level 1.

[0153] In an embodiment of the present invention, when load scaling is performed on the first force to determine factor level two of the first force, it is necessary to directly reduce the engine excitation (such as inertia force, inertia moment and gas moment) injected into the vehicle idle simulation model by a preset ratio to obtain the second force.

[0154] Step S602: based on the vehicle body simulation model, reducing the injected unit force according to a preset ratio, obtaining a second transfer path amplitude corresponding to the first transfer path factor, and a second vibration velocity output by the vehicle body simulation model under the second transfer path amplitude.

[0155] In an embodiment of the present invention, after determining the first vibration velocity output by the vehicle body simulation model at the first transfer path amplitude, the vehicle vibration optimization device reduces the injected unit force by a preset proportion based on the vehicle body simulation model, and obtains the second transfer path amplitude corresponding to the first transfer path factor, and the second vibration velocity output by the vehicle body simulation model at the second transfer path amplitude.

[0156] In an embodiment of the present invention, when load scaling is performed on the first transfer path factor to determine factor level two, the unit force loaded in the vehicle body simulation model can be directly reduced by a preset ratio to obtain the corresponding second transfer path amplitude and the second vibration velocity of the first area output by the vehicle body simulation model in the target direction.

[0157] Step S603: determining a third group of central vibration data based on the first group of vibration data and the second group of vibration data; and constructing an optimization model based on the first group of vibration data, the second group of vibration data and the third group of central vibration data.

[0158] In the embodiment of the present invention, the first set of vibration data includes a first vibration velocity, a first force, and a first transfer path amplitude; the second set of vibration data includes a second vibration velocity, a second force, and a second transfer path amplitude.

[0159] In an embodiment of the present invention, after obtaining the first set of vibration data and the second set of vibration data, the whole vehicle vibration optimization device determines the third set of central vibration data based on the first set of vibration data and the second set of vibration data; and constructs an optimization model based on the first set of vibration data, the second set of vibration data and the third set of central vibration data.

[0160] In an embodiment of the present invention, the first set of vibration data includes the first vibration velocity of the first area in the target direction output by the vehicle body simulation model (based on the first transfer path amplitude), the first force of the first force factor at the target engine excitation frequency output by the vehicle vibration optimization device, and the first transfer path amplitude corresponding to the first transfer path factor output by the vehicle body simulation model.

[0161] In the embodiment of the present invention, the second set of vibration data includes the second vibration velocity of the first area in the target direction output by the vehicle body simulation model (based on the second transfer path amplitude), the second force of the first force factor at the target engine excitation frequency after the preset ratio is reduced output by the vehicle vibration optimization device, and the second transfer path amplitude corresponding to the first transfer path factor output by the vehicle body simulation model (under the unit force after the preset ratio is reduced).

[0162] In the embodiment of the present invention, exemplarily, referring to Table 1, 17 groups of values ​​are given, wherein Groups 1 to 8 are the first group of vibration data, Groups 9 to 16 are the second group of vibration data, and Group 17 is the third group of central vibration data.

[0163] Table 1 Vibration data example table

[0164]

[0165] In the embodiment of the present invention, the interaction effect only considers the second-order interaction effect, and the optimization model can be generated based on Minitab. Fig.10 , an optimization model can be established based on the data in Table 1 above.

[0166] In an optional embodiment of the present invention, the vehicle vibration optimization device searches for the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve, including the following steps S701 to S703:

[0167] Step S701, taking the target engine excitation frequency as the center, floating up and down by a preset value to obtain a target engine excitation frequency range.

[0168] In the embodiment of the present invention, the vehicle vibration optimization device takes the target engine excitation frequency as the center, floats up and down by a preset value, and obtains the target engine excitation frequency range.

[0169] In the embodiment of the present invention, for example, assuming that the target engine excitation frequency is 31.7 Hz, at this time, it can fluctuate 1.5 Hz above and below 31.7 Hz, and the target engine excitation frequency range obtained is 30.2 Hz to 33.2 Hz. Fig.11 .

[0170] Step S702: Find the maximum transfer path amplitude in the target engine excitation frequency interval from the first transfer path vibration curve.

[0171] In an embodiment of the present invention, after obtaining the target engine excitation frequency interval, the vehicle vibration optimization device searches for the maximum transfer path amplitude in the target engine excitation frequency interval from the first transfer path vibration curve.

[0172] In an embodiment of the present invention, a maximum transfer path amplitude in the first transfer path vibration curve that is located in the target engine excitation frequency interval is determined as the first transfer path amplitude.

[0173] Step S703: determine the maximum transfer path amplitude as the first transfer path amplitude.

[0174] In the embodiment of the present invention, after finding the maximum transfer path amplitude, the whole vehicle vibration optimization device determines the maximum transfer path amplitude as the first transfer path amplitude.

[0175] In an optional embodiment of the present invention, the vehicle vibration optimization device optimizes the vehicle based on the target force and the target transfer path amplitude, including the following steps S801 to S803:

[0176] Step S801: determine the force difference between the target force and the first force.

[0177] In the embodiment of the present invention, the whole vehicle vibration optimization device determines the force difference between the target force and the first force.

[0178] In the embodiment of the present invention, after obtaining the optimization model, the vehicle vibration optimization device can input the optimization target into the optimization model, and then obtain the optimal solution of each corresponding control factor. Fig.12 ; For example, assuming that the optimization goal is to optimize the vibration speed of the steering wheel in the Z direction to 0.65 mm / s, 0.65 mm / s is input into the optimization model to obtain the optimal solution of each control factor, for example, the rear suspension X-direction force is 8.5 N, and the transmission path amplitude from the rear suspension Z direction to the steering wheel Z direction is 0.21 mm / s, the transmission path amplitude from the left suspension Z direction to the steering wheel Z direction is 0.19 mm / s, and the transmission path amplitude from the rear suspension X direction to the steering wheel Z direction is 0.10 mm / s.

[0179] Step S802: Determine a transfer path amplitude difference between the target transfer path amplitude and the first transfer path amplitude.

[0180] In an embodiment of the present invention, the whole vehicle vibration optimization device determines a transfer path amplitude difference between a target transfer path amplitude and a first transfer path amplitude.

[0181] Step S803: Optimize the target component in the vehicle based on the force difference and the transfer path amplitude difference.

[0182] In the embodiment of the present invention, after determining the force difference and the transfer path amplitude difference, the whole vehicle vibration optimization device optimizes the target component in the vehicle based on the force difference and the transfer path amplitude difference.

[0183] In the embodiment of the present invention, the target component in the vehicle is optimized based on the force difference and the transfer path amplitude difference, and the force difference and the transfer path amplitude difference are optimized to 0 as much as possible, that is, the actual first force is close to the target force, and the actual first transfer path amplitude is close to the target transfer path amplitude. Fig.13, optimizing the actual first transfer path amplitude to the target transfer path amplitude.

[0184] In the embodiment of the present invention, for example, it is assumed that the suspension stiffness or the suspension position has a greater influence on the X-direction force of the rear suspension in the vehicle. Therefore, when optimizing the X-direction force of the rear suspension to the target force, it is necessary to adjust the suspension stiffness or the suspension position. Fig.14 , assuming that the vehicle body steering support structure has a greater impact on the transfer path amplitude, therefore, when optimizing the transfer path amplitude, it is necessary to adjust the vehicle body steering support structure; the specific adjustment method can be determined according to actual conditions, and the embodiment of the present invention does not make specific limitations here.

[0185] In an optional embodiment of the present invention, the vehicle vibration optimization device further performs the following steps S901 to S903:

[0186] Step S901: After optimizing the target components in the vehicle, rebuild the whole vehicle idle simulation model corresponding to the vehicle and inject engine excitation.

[0187] In an embodiment of the present invention, after optimizing the vehicle based on the target force and the target transfer path amplitude, the vehicle vibration optimization device rebuilds the vehicle idle simulation model corresponding to the vehicle and injects engine excitation.

[0188] In an embodiment of the present invention, for example, assuming that the suspension stiffness or the suspension position is adjusted, and the vehicle body steering support structure is adjusted, at this time, the whole vehicle idle simulation model can be rebuilt based on the adjusted vehicle, or it can be updated based on the initial whole vehicle idle simulation model to obtain an updated whole vehicle idle simulation model, and the engine excitation is re-injected.

[0189] Step S902: Obtain a third vibration velocity of the first region in a target direction and a second maximum root mean square value of the first region in at least one direction under a target engine excitation frequency.

[0190] In an embodiment of the present invention, after injecting engine excitation, the vehicle vibration optimization device obtains the third vibration velocity of the first area in the target direction and the second maximum root mean square value of the first area in at least one direction under the target engine excitation frequency.

[0191] In an embodiment of the present invention, for example, after optimizing the vehicle, the vibration speed of the steering wheel in the Z direction may be checked again to see whether the vibration speed of the steering wheel in the Z direction has been optimized to the target speed of the optimization target, and the vibration RSS values ​​of the steering wheel in different directions may be checked to further confirm whether this optimization is successful.

[0192] Step S903: When the third vibration speed is less than or equal to the target speed of the optimization target and the second maximum root mean square value is less than or equal to the preset vibration threshold value, it is determined that the optimization of the target component is successful.

[0193] In an embodiment of the present invention, after obtaining the third vibration speed and the second maximum root mean square value, the vehicle vibration optimization device determines that the optimization of the target component is successful when the third vibration speed is less than or equal to the target speed of the optimization target and the second maximum root mean square value is less than or equal to the preset vibration threshold value.

[0194] The embodiment of the present invention provides a whole vehicle vibration optimization method, the method comprising: determining a first area on the vehicle to be vibration optimized, and setting an optimization target for the first area; building a whole vehicle idle simulation model corresponding to the vehicle, injecting engine excitation into the whole vehicle idle simulation model, obtaining the output vibration speed of the first area, and determining a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first area; constructing an optimization model based on the vibration speed, the first force factor and the first transfer path factor, inputting the optimization target into the optimization model, obtaining a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor; based on the target force and the target transfer path factor, The vehicle is optimized according to the standard transfer path amplitude; by adopting the above implementation scheme, the area that needs vibration optimization can be determined first, and then the force factor and transfer path factor that have a greater impact on the vibration of the area can be determined based on the constructed vehicle idle simulation model. Finally, an optimization model is established based on the vibration speed, force factor and transfer path factor, and the expected optimization target of the area is input into the optimization model. In order to achieve the target, the optimization targets of the force factor and the transfer path factor are obtained, and then the vehicle is optimized according to the optimization targets of the force factor and the transfer path factor. Through the above scheme, the vehicle can be accurately optimized according to the given target, and the efficiency and accuracy of the optimization can be improved.

[0195] The above introduces the deployment verification method of the algorithm provided in the embodiment of the present application. To facilitate understanding of the embodiment of the present application, the following introduces possible implementation schemes of the whole vehicle vibration optimization method applicable to the embodiment of the present application in actual application scenarios.

[0196] 1. Build a vehicle idle simulation model and run idle vibration simulation.

[0197] Specifically, a whole vehicle idle simulation model is built, which covers the vehicle body, powertrain (including exhaust system), battery system, and chassis system, and runs idle vibration simulation at the center point of the engine crankshaft; the first area related to the idle vibration problem in the vehicle is selected, such as the steering wheel; the whole vehicle idle simulation model outputs the steering wheel vibration speed response, the passive side force of the suspension and exhaust system, and the transfer path contribution of the suspension and exhaust system.

[0198] 2. The optimization target of vehicle idle vibration is established.

[0199] Specifically, the maximum RSS value of the three-directional vibration speed of the steering wheel (the peak value corresponding to the second-order excitation frequency of the idle speed) is compared with the idle vibration control target of the whole vehicle (the preset vibration threshold value in the above embodiment), and the amplitude optimization target in the maximum response direction of the three directions of XYZ is established; for example, the idle vibration response RSS value control target is 2.0mm / s, and in the three directions of XYZ, the steering wheel is 1.1mm / s in the X direction, 0.78mm / s in the Y direction, and 1.73mm / s in the Z direction, among which the vibration speed in the Z direction is the largest, and the response speed in the Z direction needs to be controlled below 1.48mm / s.

[0200] 3. Extract the suspension (or exhaust system) forces and key transfer paths.

[0201] Specifically, at the peak value corresponding to the idle second-order excitation frequency, for example, the range extender idle speed is 950RPM, and the corresponding second-order center frequency is 31.7Hz, the amplitude of the suspension and exhaust system forces near the frequency of 31.7Hz, as well as the contribution of each transfer path are extracted. The top three suspension and exhaust system forces are: rear suspension Z direction, rear suspension X direction, and rear suspension Y direction; the top three transfer path contributions are: rear suspension Z direction, left suspension Z direction, and rear suspension X direction.

[0202] 4. Build the interior body simulation model and run the vibration transfer function simulation.

[0203] Specifically, the powertrain (including the exhaust system) is removed from the vehicle idle simulation model, and the vehicle body simulation model is built. Unit force is loaded at each attachment point of the vehicle body suspension and exhaust system in the vehicle body simulation model, and the vibration transfer function simulation is run under the Nastran software. According to the target direction of the vehicle idle vibration optimization, the steering wheel Z-axis vibration speed is output.

[0204] 5. Extract the amplitude of the vibration transfer function from the suspension (or exhaust system) attachment point to the vehicle interior.

[0205] Specifically, from the frequency domain curve of the in-vehicle vibration transfer function (the transfer path vibration curve in the above embodiment), extract the peak value of the Z-direction speed response curve from each attachment point of the suspension and exhaust system to the steering wheel, and the frequency range is within the 3Hz frequency band near the second-order center frequency of the idle speed. For example, the idle speed of the range extender is 950RPM, and the corresponding second-order center frequency is 31.7Hz. It is necessary to extract the vibration transfer function amplitude (the transfer path amplitude in the above embodiment) within the frequency band of 30.2-33.2Hz.

[0206] 6. DOE sampling and analysis.

[0207] Specifically, in the selection of control factors, taking 4-factor DOE as an example, there are 1 force factor and 3 vibration transfer function factors. From the ranking of the forces of the suspension and exhaust system, the force corresponding to the rear suspension X direction is the largest, and the rear suspension X direction force is selected as the force factor (the first force factor in the above embodiment). From the ranking of the contribution of the vehicle idle vibration transfer path, the rear suspension Z direction, the left suspension Z direction, and the rear suspension X direction have the largest contribution, and these three factors are selected as the vibration transfer function factors (the first transfer path factors in the above embodiment): rear suspension Z direction to steering wheel Z direction, left suspension Z direction to steering wheel Z direction, and rear suspension X direction to steering wheel Z direction.

[0208] At the same time, the factor level adopts 2 factor levels, the factor level 1 is the initial simulation value (the first set of vibration data in the above embodiment), and the factor level 2 is reduced by more than 20% on the basis of the factor level 1 (the second set of vibration data in the above embodiment). The specific amplitude corresponding to the factor level 2 is based on the load scaling method. The factor level 2 related to the force factor can be obtained by reducing the engine load (inertia force, inertia moment, gas moment) in proportion, such as 20%. The factor level 2 related to the vibration transfer function factor can be obtained by reducing the unit force of the suspension and exhaust system attachment point in proportion, such as 20%, 30%, etc.

[0209] The present invention uses 4 factors and 2 levels to perform full factorial experimental design, and adds 1 set of center point data (the third set of center vibration data in the above embodiment). The generation of the idle vibration response in the vehicle is based on the transfer path synthesis method, which is formed by multiplying the forces in each direction of the suspension and exhaust system with the corresponding direction to the vehicle vibration transfer function and then linearly superimposing them.

[0210] 7. Construction of an idling vehicle interior vibration response approximate model (the optimization model in the above embodiment).

[0211] Specifically, the interaction effect only considers the second-order interaction effect, and an approximate model is generated based on Minitab.

[0212] 8. The optimal solution for the suspension (or exhaust system) force and the amplitude of the vibration transfer function inside the vehicle is established.

[0213] Specifically, combined with the actual vehicle development, the response optimizer is used to solve the target (such as the target steering wheel Z-direction vibration speed is 0.65mm / s), and the optimal solution of each control factor is obtained: the rear suspension X-direction force is 8.5N, the amplitude of the rear suspension Z-direction to the steering wheel Z-direction vibration transfer function is 0.21mm / s, the amplitude of the left suspension Z-direction to the steering wheel Z-direction vibration transfer function is 0.19mm / s, and the amplitude of the rear suspension X-direction to the steering wheel Z-direction vibration transfer function is 0.10mm / s.

[0214] 9. Optimization of suspension (or exhaust system) force and vehicle body structure.

[0215] Specifically, by optimizing the suspension stiffness or suspension position, the rear suspension X-direction force is reduced to 8.5 N. By optimizing the body steering support structure, the amplitude of the Z-direction vibration transfer function from each suspension to the steering wheel is optimized to the amplitude level corresponding to the optimal solution.

[0216] 10. Verification of vehicle idle vibration performance indicators.

[0217] Substitute the suspension stiffness, suspension position, and body structure optimization plan into the vehicle idle simulation model, verify the steering wheel Z-axis vibration speed and the RSS value of the XYZ three-direction vibration speed, and confirm whether the vehicle idle interior vibration target is achieved.

[0218] It is understandable that the present invention decomposes and quantifies the in-vehicle vibration caused by the range extender at idle speed according to the engine excitation source and the vibration transmission path, ensuring the feasibility of hierarchical and graded diagnosis of the in-vehicle vibration problem at idle speed. At the same time, in DOE sampling, each control factor is directly generated (enlarged or reduced) using the load scaling method, which greatly improves the efficiency of problem analysis and avoids the problem of long simulation model processing cycle caused by directly adopting detailed engineering solutions (such as suspension position, body structure solution, etc.). In addition, the approximate model formed based on DOE can also effectively guide system-level NVH development, such as powertrain suspension system, body system, etc.

[0219] Based on the above embodiment, in another embodiment of the present invention, a vehicle vibration optimization device is provided. Fig.15 A schematic diagram of the structure of a vehicle vibration optimization device provided by an embodiment of the present invention is shown in FIG. Fig.15 As shown, the vehicle vibration optimization device 15 includes:

[0220] A determination unit 1500 is used to determine a first area on the vehicle to be optimized for vibration, and an optimization target set for the first area;

[0221] The model building unit 1501 is used to build a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the output vibration velocity of the first area, and determine a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first area;

[0222] The model building unit 1501 is further used to build an optimization model based on the vibration speed, the first force factor and the first transfer path factor, input the optimization target into the optimization model, and obtain a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor;

[0223] The optimization unit 1502 is used to optimize the vehicle based on the target force and the target transfer path amplitude.

[0224] Optionally, the whole vehicle vibration optimization device 15 further includes: a generating unit and an acquiring unit;

[0225] The generating unit is configured to generate a root mean square value curve of the first region in the at least one direction according to the at least one vibration velocity curve; and determine a first maximum root mean square value in the root mean square value curve;

[0226] The determining unit 1500 is further configured to determine a target engine excitation frequency corresponding to the first maximum root mean square value when the first maximum root mean square value is greater than a preset vibration threshold value;

[0227] The acquisition unit is used to acquire the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system output by the vehicle idle simulation model according to the excitation frequency change of the engine excitation;

[0228] The determination unit 1500 is further configured to determine the first force factor and the first transfer path factor from the suspension and exhaust system passive side force curve and the suspension and exhaust system transfer path contribution curve according to the target engine excitation frequency.

[0229] Optionally, the vehicle vibration optimization device 15 further includes: a search unit;

[0230] The search unit is used to search at least one force and at least one transfer path contribution corresponding to the target engine excitation frequency from the at least one force curve and the at least one transfer path contribution curve;

[0231] The determining unit 1500 is further configured to determine a first force greater than a first threshold value among the at least one force, and a first direction and a first component corresponding to the first force, and determine the force of the first component in the first direction as the first force factor; the first component is the suspension component or the exhaust component; and the number of the first components is one or more;

[0232] The determination unit 1500 is further used to determine a first contribution amount greater than a second threshold value among the at least one transfer path contribution amount, and a second direction and a second component corresponding to the first contribution amount, and determine the contribution amount of the second component in the second direction as the first transfer path factor; the second component is the suspension component or the exhaust component; the number of the second components is one or more.

[0233] Optionally, the determining unit 1500 is further configured to determine at least one vibration velocity in at least one direction constituting the first maximum root mean square value according to the at least one vibration velocity curve;

[0234] The determining unit 1500 is further configured to determine a maximum vibration speed among the at least one vibration speed, and a target direction to which the maximum vibration speed belongs among the at least one direction;

[0235] The model building unit 1501 is further used to build an optimization model based on the first vibration velocity of the first area in the target direction, the first force factor, and the first transfer path factor.

[0236] Optionally, the vehicle vibration optimization device 15 further includes: a loading unit;

[0237] The model building unit 1501 is also used to build a body simulation model corresponding to the vehicle; the body simulation model lacks powertrain components compared to the whole vehicle idle simulation model;

[0238] The loading unit is used to load a unit force to at least one position in the vehicle body simulation model to obtain a first transfer path vibration curve in the target direction from the first transfer path factor to the first region in the vehicle body simulation model;

[0239] The search unit is further used to search the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; determine the first vibration speed output by the vehicle body simulation model at the first transfer path amplitude;

[0240] The model building unit 1501 is further used to build an optimization model based on the first vibration speed, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

[0241] Optionally, the acquisition unit is further used to reduce the injected engine excitation according to a preset ratio based on the vehicle idle simulation model, and acquire a second force corresponding to the first force factor;

[0242] The acquisition unit is further used to reduce the injected unit force according to the preset ratio based on the vehicle body simulation model, and acquire a second transfer path amplitude corresponding to the first transfer path factor, and a second vibration speed output by the vehicle body simulation model under the second transfer path amplitude;

[0243] The model building unit 1501 is further used to determine a third group of central vibration data based on the first group of vibration data and the second group of vibration data; and to build an optimization model based on the first group of vibration data, the second group of vibration data and the third group of central vibration data;

[0244] The first set of vibration data includes the first vibration speed, the first force and the first transfer path amplitude; the second set of vibration data includes the second vibration speed, the second force and the second transfer path amplitude.

[0245] Optionally, the vehicle vibration optimization device 15 further includes: a data processing unit;

[0246] The data processing unit is used to obtain a target engine excitation frequency interval by floating a preset value around the target engine excitation frequency;

[0247] The search unit is further used to search for a maximum transfer path amplitude in the target engine excitation frequency interval from the first transfer path vibration curve;

[0248] The determining unit 1500 is further configured to determine the maximum transfer path amplitude as the first transfer path amplitude.

[0249] Optionally, the determining unit 1500 is further configured to determine a force difference between the target force and the first force; determine a transfer path amplitude difference between the target transfer path amplitude and the first transfer path amplitude;

[0250] The optimization unit 1502 is further configured to optimize a target component in the vehicle based on the force difference and the transfer path amplitude difference.

[0251] Optionally, the model building unit 1501 is further used to rebuild the whole vehicle idle simulation model corresponding to the vehicle after optimizing the target component in the vehicle, and inject the engine excitation;

[0252] The acquisition unit is further used to acquire a third vibration velocity of the first region in the target direction and a second maximum root mean square value of the first region in at least one direction under the target engine excitation frequency;

[0253] The determining unit 1500 is further configured to determine that the target component is successfully optimized when the third vibration speed is less than or equal to the target speed of the optimization target and the second maximum root mean square value is less than or equal to the preset vibration threshold value.

[0254] The embodiment of the present invention provides a whole vehicle vibration optimization device, the device comprising: a determination unit, used to determine a first area on the vehicle to be vibration optimized, and an optimization target set for the first area; a model construction unit, used to build a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the output vibration speed of the first area, and determine a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first area; the model construction unit is also used to construct an optimization model based on the vibration speed, the first force factor and the first transfer path factor, input the optimization target into the optimization model, and obtain a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor; the optimization A optimisation unit is provided for optimising the vehicle based on a target force and a target transfer path amplitude. By adopting the above implementation scheme, the area requiring vibration optimisation can be first determined. Then, based on the constructed vehicle idling simulation model, the force factor and the transfer path factor having a greater impact on the vibration of the area can be determined. Finally, an optimisation model is established based on the vibration velocity, the force factor and the transfer path factor. The expected optimisation target of the area is input into the optimisation model. In order to achieve the target, the optimisation targets of the force factor and the transfer path factor can be obtained. Then, the vehicle can be optimised according to the optimisation targets of the force factor and the transfer path factor. By adopting the above scheme, the vehicle can be accurately optimised according to the given target, and the optimisation efficiency and accuracy can be improved.

[0255] Fig.16 A schematic diagram of the composition structure of a vehicle vibration optimization device provided by an embodiment of the present invention. In practical applications, based on the same disclosed concept of the above embodiments, Fig.16 As shown, the vehicle vibration optimization device 16 of this embodiment includes: a processor 1600 , a memory 1601 and a communication bus 1602 .

[0256] In the process of a specific embodiment, the above-mentioned determination unit 1500, model construction unit 1501, optimization unit 1502, generation unit, acquisition unit, search unit, loading unit and data processing unit can be implemented by a processor 1600 located on the whole vehicle vibration optimization device 16, and the above-mentioned processor 1600 can be at least one of a specific application integrated circuit (ASIC, Application Specific Integrated Circuit), a digital signal processor (DSP, Digital Signal Processor), a digital signal processing image processing device (DSPD, Digital Signal Processing Device), a programmable logic image processing device (PLD, Programmable Logic Device), a field programmable gate array (FPGA, Field Programmable Gate Array), a CPU, a controller, a microcontroller, and a microprocessor. It can be understood that for different whole vehicle vibration optimization devices 16, the electronic device used to implement the above-mentioned processor function can also be other, and this embodiment does not make specific limitations.

[0257] In the embodiment of the present invention, the communication bus 1602 is used to realize the connection and communication between the processor 1600 and the memory 1601; when the processor 1600 executes the running program stored in the memory 1601, the following vehicle vibration optimization method is realized:

[0258] Determining a first region on the vehicle to be vibration optimized and an optimization target set for the first region;

[0259] Building a whole vehicle idle simulation model corresponding to the vehicle, injecting engine excitation into the whole vehicle idle simulation model, obtaining the outputted vibration velocity of the first region, and determining a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first region;

[0260] constructing an optimization model based on the vibration velocity, the first force factor, and the first transfer path factor, inputting the optimization target into the optimization model, and obtaining a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor;

[0261] The vehicle is optimized based on the target force and the target transfer path magnitude.

[0262] Optionally, the processor 1600 is further used to generate a root mean square value curve of the first region in the at least one direction according to the at least one vibration velocity curve; and determine a first maximum root mean square value in the root mean square value curve; when the first maximum root mean square value is greater than a preset vibration threshold value, determine a target engine excitation frequency corresponding to the first maximum root mean square value; obtain the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system output by the whole vehicle idle simulation model according to the excitation frequency change of the engine excitation; determine the first force factor and the first transfer path factor from the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system according to the target engine excitation frequency.

[0263] Optionally, the processor 1600 is further used to search for at least one force corresponding to the target engine excitation frequency and at least one transfer path contribution from the at least one force curve and the at least one transfer path contribution curve; determine a first force among the at least one force that is greater than a first threshold value, and a first direction and a first component corresponding to the first force, and determine the force of the first component in the first direction as the first force factor; the first component is the suspension component or the exhaust component; the number of the first components is one or more; determine a first contribution among the at least one transfer path contribution that is greater than a second threshold value, and a second direction and a second component corresponding to the first contribution, and determine the contribution of the second component in the second direction as the first transfer path factor; the second component is the suspension component or the exhaust component; the number of the second components is one or more.

[0264] Optionally, the processor 1600 is further used to determine at least one vibration speed in at least one direction constituting the first maximum root mean square value based on the at least one vibration speed curve; determine the maximum vibration speed among the at least one vibration speed, and the target direction to which the maximum vibration speed in the at least one direction belongs; and constructing the optimization model based on the vibration speed, the first force factor and the first transfer path factor includes: constructing the optimization model based on the first vibration speed of the first area in the target direction, the first force factor and the first transfer path factor.

[0265] Optionally, the processor 1600 is also used to build a body simulation model corresponding to the vehicle; the body simulation model lacks powertrain components compared to the whole vehicle idle simulation model; loads a unit force to at least one position in the body simulation model, and obtains a first transfer path vibration curve in the target direction from the first transfer path factor to the first region in the body simulation model; searches for the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; determines the first vibration speed output by the body simulation model at the first transfer path amplitude; and constructs an optimization model based on the first vibration speed, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

[0266] Optionally, the processor 1600 is further used to reduce the injected engine excitation by a preset ratio based on the whole vehicle idle simulation model, and obtain the second force corresponding to the first force factor; based on the vehicle body simulation model, reduce the injected unit force by the preset ratio, and obtain the second transfer path amplitude corresponding to the first transfer path factor, and the second vibration speed output by the vehicle body simulation model at the second transfer path amplitude; determine the third group of center vibration data based on the first group of vibration data and the second group of vibration data; construct an optimization model based on the first group of vibration data, the second group of vibration data and the third group of center vibration data; wherein the first group of vibration data includes the first vibration speed, the first force and the first transfer path amplitude; the second group of vibration data includes the second vibration speed, the second force and the second transfer path amplitude.

[0267] Optionally, the processor 1600 is further used to obtain a target engine excitation frequency range by floating up and down a preset value with the target engine excitation frequency as the center; to search for a maximum transfer path amplitude in the target engine excitation frequency range from the first transfer path vibration curve; and to determine the maximum transfer path amplitude as the first transfer path amplitude.

[0268] Optionally, the processor 1600 is further used to determine a force difference between the target force and the first force; determine a transfer path amplitude difference between the target transfer path amplitude and the first transfer path amplitude; and optimize a target component in the vehicle based on the force difference and the transfer path amplitude difference.

[0269] Optionally, the processor 1600 is further used to, after optimizing the target component in the vehicle, rebuild the whole vehicle idle simulation model corresponding to the vehicle and inject the engine excitation; obtain the third vibration speed of the first area in the target direction and the second maximum root mean square value of the first area in at least one direction under the target engine excitation frequency; and determine that the optimization of the target component is successful when the third vibration speed is less than or equal to the target speed of the optimization target and the second maximum root mean square value is less than or equal to the preset vibration threshold value.

[0270] An embodiment of the present invention provides a storage medium having a computer program stored thereon. The computer-readable storage medium stores one or more programs. The one or more programs can be executed by one or more processors and applied to a whole vehicle vibration optimization device. The computer program implements the whole vehicle vibration optimization method as described above.

[0271] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of hardware embodiments, software embodiments, or embodiments combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage and optical storage, etc.) containing computer-usable program code.

[0272] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0273] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0274] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0275] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A vehicle vibration optimization method, characterized in that: The method comprises: Determining a first region on the vehicle to be vibration optimized and an optimization target set for the first region; Building a whole vehicle idle simulation model corresponding to the vehicle, injecting engine excitation into the whole vehicle idle simulation model, obtaining the outputted vibration velocity of the first region, and determining a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first region; constructing an optimization model based on the vibration velocity, the first force factor, and the first transfer path factor, inputting the optimization target into the optimization model, and obtaining a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor; The vehicle is optimized based on the target force and the target transfer path magnitude.

2. The vehicle vibration optimization method according to claim 1, characterized in that: The vibration velocity is a vibration velocity curve that changes according to the excitation frequency of the engine excitation, the vibration velocity curve includes at least one vibration velocity curve of the first area in at least one direction, and the first force factor and the first transfer path factor that are related to the vibration of the first area in the vehicle are determined, including: generating a root mean square value curve of the first region in the at least one direction according to the at least one vibration velocity curve; and determining a first maximum root mean square value in the root mean square value curve; When the first maximum root mean square value is greater than a preset vibration threshold value, determining a target engine excitation frequency corresponding to the first maximum root mean square value; Obtaining the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system output by the vehicle idle simulation model according to the change of the excitation frequency of the engine excitation; The first force factor and the first transfer path factor are determined from the mount and exhaust system passive side force curve and the mount and exhaust system transfer path contribution curve according to the target engine excitation frequency.

3. The vehicle vibration optimization method according to claim 2, characterized in that: The passive side force curve of the suspension and exhaust system includes at least one force curve of at least one suspension component or exhaust component in at least one direction, and the transfer path contribution curve of the suspension and exhaust system includes at least one transfer path contribution curve of at least one suspension component or exhaust component in at least one direction; the determining the first force factor and the first transfer path factor from the passive side force curve of the suspension and exhaust system and the transfer path contribution curve of the suspension and exhaust system according to the target engine excitation frequency includes: Finding at least one force and at least one transfer path contribution corresponding to the target engine excitation frequency from the at least one force curve and the at least one transfer path contribution curve; Determine a first force greater than a first threshold value among the at least one force, and a first direction and a first component corresponding to the first force, and determine the force of the first component in the first direction as the first force factor; the first component is the suspension component or the exhaust component; the number of the first components is one or more; Determine a first contribution amount greater than a second threshold value among the at least one transfer path contribution amount, as well as a second direction and a second component corresponding to the first contribution amount, and determine a contribution amount of the second component in the second direction as the first transfer path factor; the second component is the suspension component or the exhaust component; the number of the second components is one or more.

4. The vehicle vibration optimization method according to claim 2 or 3, characterized in that: After determining the target engine excitation frequency corresponding to the first maximum root mean square value, the method further includes: determining at least one vibration velocity in the at least one direction constituting the first maximum root mean square value according to the at least one vibration velocity curve; determining a maximum vibration speed among the at least one vibration speed, and a target direction to which the maximum vibration speed belongs among the at least one direction; The constructing of the optimization model based on the vibration velocity, the first force factor and the first transfer path factor includes: An optimization model is constructed based on the first vibration velocity of the first region in the target direction, the first force factor, and the first transfer path factor.

5. The vehicle vibration optimization method according to claim 4, characterized in that: The constructing of the optimization model based on the first vibration velocity of the first region in the target direction, the first force factor, and the first transfer path factor comprises: Building a vehicle body simulation model corresponding to the vehicle; the vehicle body simulation model lacks powertrain components compared to the whole vehicle idle simulation model; Loading a unit force to at least one position in the vehicle body simulation model to obtain a first transfer path vibration curve in the target direction from the first transfer path factor to the first region in the vehicle body simulation model; Finding the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve; determining the first vibration speed output by the vehicle body simulation model at the first transfer path amplitude; An optimization model is constructed based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor.

6. The vehicle vibration optimization method according to claim 5, characterized in that: The constructing of the optimization model based on the first vibration velocity, the first force corresponding to the first force factor, and the first transfer path amplitude corresponding to the first transfer path factor includes: Based on the vehicle idle simulation model, reducing the injected engine excitation according to a preset ratio to obtain a second force corresponding to the first force factor; Based on the vehicle body simulation model, reducing the injected unit force according to the preset ratio, obtaining a second transfer path amplitude corresponding to the first transfer path factor, and a second vibration velocity output by the vehicle body simulation model under the second transfer path amplitude; Determine a third set of central vibration data based on the first set of vibration data and the second set of vibration data; construct an optimization model based on the first set of vibration data, the second set of vibration data and the third set of central vibration data; The first set of vibration data includes the first vibration speed, the first force and the first transfer path amplitude; the second set of vibration data includes the second vibration speed, the second force and the second transfer path amplitude.

7. The vehicle vibration optimization method according to claim 6, characterized in that: The step of searching the first transfer path amplitude at the target engine excitation frequency from the first transfer path vibration curve includes: Taking the target engine excitation frequency as the center, floating up and down a preset value, to obtain a target engine excitation frequency range; Finding a maximum transfer path amplitude in the target engine excitation frequency interval from the first transfer path vibration curve; The maximum transfer path amplitude is determined as the first transfer path amplitude.

8. The vehicle vibration optimization method according to claim 2, characterized in that: The optimizing the vehicle based on the target force and the target transfer path amplitude includes: determining a force difference between the target force and the first force; determining a transfer path amplitude difference between the target transfer path amplitude and the first transfer path amplitude; A target component in the vehicle is optimized based on the force difference and the transfer path amplitude difference.

9. The vehicle vibration optimization method according to claim 8, characterized in that: The method further comprises: After optimizing the target components in the vehicle, rebuilding the whole vehicle idle simulation model corresponding to the vehicle and injecting the engine excitation; Acquire a third vibration velocity of the first region in the target direction and a second maximum root mean square value of the first region in at least one direction under the target engine excitation frequency; When the third vibration speed is less than or equal to the target speed of the optimization target, and the second maximum root mean square value is less than or equal to the preset vibration threshold value, it is determined that the optimization of the target component is successful.

10. A vehicle vibration optimization device, characterized in that: The device comprises: A determination unit, configured to determine a first region on the vehicle to be vibration optimized, and an optimization target set for the first region; a model building unit, configured to build a whole vehicle idle simulation model corresponding to the vehicle, inject engine excitation into the whole vehicle idle simulation model, obtain the outputted vibration velocity of the first region, and determine a first force factor and a first transfer path factor in the vehicle that are related to the vibration of the first region; The model building unit is further used to build an optimization model based on the vibration speed, the first force factor and the first transfer path factor, input the optimization target into the optimization model, and obtain a target force corresponding to the first force factor and a target transfer path amplitude corresponding to the first transfer path factor; An optimization unit is used to optimize the vehicle based on the target force and the target transfer path amplitude.

11. A vehicle vibration optimization device, characterized in that: The device comprises: a processor, a memory and a communication bus; when the processor executes the running program stored in the memory, the method according to any one of claims 1 to 9 is implemented.

12. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the method according to any one of claims 1 to 9 is implemented.

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