Vehicle seat analysis methods, devices, electronic equipment and storage media

Abstract

This application provides a vehicle seat analysis method, apparatus, electronic device, and storage medium. The method includes: establishing a first finite element model of the vehicle seat; inputting an excitation load into a first virtual excitation point to obtain first vibration information generated by a first virtual response point; obtaining a first vibration transmissibility of the first seat finite element model based on the first vibration information; establishing a vehicle floor and setting an elastic connection between the vehicle floor and the first seat finite element model to obtain a second seat finite element model; inputting an excitation load into a second virtual excitation point to obtain second vibration information generated by a second virtual response point; obtaining a second vibration transmissibility of the second seat finite element model based on the second vibration information; and obtaining vibration comfort analysis results based on the first and second vibration transmissibility. This application can accurately analyze the vibration comfort of vehicle seats and can reduce the vibration analysis cost of vehicle seats.

Description

Technical Field

[0001] This application relates to the field of vibration detection, and more particularly to a method, apparatus, electronic device, and storage medium for analyzing vehicle seats. Background Technology

[0002] Because road conditions are generally harsh, drivers and passengers must endure vibrations transmitted from the engine and other structures, as well as excitation from uneven road surfaces (mainly low-frequency vibrations). The seat, being the structure in direct contact with the occupants, is the last link in reducing vibrations transmitted to the body and is a crucial factor affecting passenger comfort.

[0003] In related technologies, the vibration testing of car seats is still based solely on a combination of simple seat vibration data and subjective human perception to determine whether the seat meets vibration comfort requirements. However, the seat's shock resistance performance is not tested, resulting in inaccurate vibration test results for car seats. Summary of the Invention

[0004] In view of this, this application provides a vehicle seat analysis method, apparatus, electronic device and storage medium, which can accurately analyze the vibration comfort of vehicle seats and reduce the vibration analysis cost of vehicle seats.

[0005] A first aspect of this application provides a vehicle seat analysis method, comprising: establishing corresponding component finite element models for multiple components of a vehicle seat structure; combining the finite element models of the multiple components into a vehicle seat finite element model according to the assembly relationship of the multiple components; determining excitation attachment points for receiving excitation loads and excitation response points for obtaining excitation responses in the vehicle seat structure; determining virtual excitation attachment points corresponding to the excitation attachment points in the vehicle seat structure and virtual excitation response points corresponding to the excitation response points in the vehicle seat finite element model; inputting excitation loads into the virtual excitation attachment points in the vehicle seat finite element model, obtaining vibration information generated by the virtual response points, and simulating response information generated by vehicle seat vibration based on the vibration information generated by the virtual response points.

[0006] Compared with related technologies, the embodiments of this application have at least the following advantages: By establishing a first finite element model of the vehicle seat, after determining the excitation point and response point of the vehicle seat, the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point can be determined. Furthermore, by inputting the excitation load into the first virtual excitation point, the first vibration information generated by the first virtual response point can be obtained. Therefore, frequency response analysis of the first seat finite element model can be performed based on the first vibration information, thereby obtaining the first vibration transmissibility of the first seat finite element model. Similarly, after setting an elastic connection between the vehicle floor and the first seat finite element model to obtain a second seat finite element model, the second vibration transmissibility of the second seat finite element model can be obtained in the same way. Since the vibration transmissibility reflects the vibration isolation performance of the vehicle seat, the changes in the vibration isolation performance of the vehicle seat after changing the connection method between the vehicle floor and the first seat finite element model can be known based on the first and second vibration transmissibility, thereby obtaining the vibration comfort analysis results of the vehicle seat and realizing the vibration analysis of the vehicle seat. The above method allows for vibration analysis of vehicle seats by establishing only the first and second finite element models, reducing the cost of vibration analysis. Furthermore, this method eliminates the need for laboratory testing, avoiding interference from the testing environment on the natural frequencies of the vehicle seats and improving the accuracy of vibration analysis.

[0007] In some possible implementations, before inputting the excitation load into the first virtual excitation point, the method further includes: obtaining setting parameters for the excitation load, wherein the setting parameters include an initial frequency, a frequency increment, and a number of frequency increments; inputting the excitation load into the first virtual excitation point and obtaining first vibration information generated by the first virtual response point includes: inputting the excitation load into the first virtual excitation point, dynamically adjusting the frequency of the excitation load according to the setting parameters, and obtaining the first vibration information; inputting the excitation load into the second virtual excitation point and obtaining second vibration information generated by the second virtual response point includes: inputting the excitation load into the second virtual excitation point, dynamically adjusting the frequency of the excitation load according to the setting parameters, and obtaining the second vibration information.

[0008] In some possible implementations, the excitation load is obtained by: obtaining a unit excitation load; setting the excitation force of the unit excitation load in the X, Y and Z directions respectively to obtain the excitation load.

[0009] In some possible implementations, the step of performing frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model includes: obtaining a first frequency response function analysis file of the first seat finite element model based on the first vibration information; parsing the first frequency response function analysis file to obtain a first simulation curve of the first virtual response point, wherein the first simulation curve is the relationship curve between the frequency and vibration acceleration of the first virtual response point in the Z direction; and obtaining the first vibration transmissibility based on the first simulation curve. The step of performing frequency response analysis on the second seat finite element model based on the second vibration information to obtain the second vibration transmissibility of the second seat finite element model includes: obtaining a second frequency response function analysis file of the second seat finite element model based on the second vibration information; parsing the second frequency response function analysis file to obtain a second simulation curve of the second virtual response point, wherein the second simulation curve is the relationship curve between the frequency and vibration acceleration of the second virtual response point in the Z direction; and obtaining the second vibration transmissibility based on the second simulation curve.

[0010] In some possible implementations, the first seat finite element model includes a lower rail finite element model; setting the vehicle floor and the first seat finite element model as an elastic connection includes: setting a plurality of spring units between the vehicle floor and the lower rail finite element model; calculating a first stiffness in the Z direction, a second stiffness in the Y direction, and a third stiffness in the X direction of the spring units; and configuring each spring unit according to the first stiffness, the second stiffness, and the third stiffness.

[0011] In some possible implementations, after establishing a first finite element model of the vehicle seat, the method further includes: setting the counterweight mass of the first finite element model of the seat to be equal to the actual weight of the vehicle seat; calculating the first stiffness, the second stiffness, and the third stiffness of the spring unit in the Z direction, the Y direction, and the X direction includes: calculating the supporting force provided by the vehicle floor to the lower rail finite element model based on the counterweight weight; calculating the first stiffness based on the supporting force; calculating the frictional force between the vehicle floor and the lower rail finite element model based on the pressure exerted by the lower rail finite element model on the vehicle floor; and calculating the second stiffness and the third stiffness based on the frictional force.

[0012] In some possible implementations, obtaining the vibration comfort analysis result of the vehicle seat based on the first vibration transmissibility and the second vibration transmissibility includes comparing the magnitudes of the first vibration transmissibility and the second vibration transmissibility; if the comparison result shows that the first vibration transmissibility is greater than the second vibration transmissibility, the vibration comfort of the target vehicle seat is superior to the vibration comfort analysis result of the vehicle seat, wherein the target vehicle seat is the seat corresponding to the finite element model of the second seat; if the comparison result shows that the first vibration transmissibility is less than the second vibration transmissibility, the vibration comfort of the vehicle seat is superior to the vibration comfort analysis result of the target vehicle seat.

[0013] A second aspect of this application discloses a vehicle seat analysis device, comprising: a finite element model establishment module, an excitation point and response point determination module, a vibration information acquisition module, a frequency response analysis module, and a vibration comfort analysis module; the finite element model establishment module is used to establish a first finite element model of the vehicle seat; the excitation point and response point determination module is used to determine the excitation point and response point of the vehicle seat, and to determine a first virtual excitation point corresponding to the excitation point and a first virtual response point corresponding to the response point in the first seat finite element model; the vibration information acquisition module is used to input the excitation load into the first virtual excitation point and acquire the first vibration information generated by the first virtual response point; the frequency response analysis module is used to perform frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model. The finite element model establishment module is further used to establish the vehicle floor and set the vehicle floor and the first seat finite element model as an elastic connection to obtain the second seat finite element model; the excitation point and response point determination module is further used to determine the second virtual excitation point corresponding to the excitation point and the second virtual response point corresponding to the response point in the second seat finite element model; the vibration information acquisition module is further used to input the excitation load into the second virtual excitation point and obtain the second vibration information generated by the second virtual response point; the frequency response analysis module is further used to perform frequency response analysis on the second seat finite element model according to the second vibration information to obtain the second vibration transmissibility of the second seat finite element model; the vibration comfort analysis module is used to obtain the vibration comfort analysis result of the vehicle seat according to the first vibration transmissibility and the second vibration transmissibility.

[0014] A third aspect of this application discloses an electronic device comprising a processor and a memory, the memory for storing instructions, and the processor for calling the instructions in the memory to cause the electronic device to execute the vehicle seat analysis method described above.

[0015] A fourth aspect of this application discloses a storage medium including computer instructions that, when executed on an electronic device, cause the electronic device to perform the vehicle seat analysis method described above.

[0016] Understandably, the vehicle seat analysis device of the second aspect, the electronic device of the third aspect, and the storage medium of the fourth aspect provided above all correspond to the method of the first aspect. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of a vehicle seat analysis method according to an embodiment of this application.

[0018] Figure 2 This is a simulation diagram of a first seat finite element model according to an embodiment of this application.

[0019] Figure 3 This is a connection diagram between the lower rail finite element model and the vehicle floor in a second seat finite element model according to an embodiment of this application.

[0020] Figure 4 This is a schematic diagram of a first simulation curve and a second simulation curve according to an embodiment of this application.

[0021] Figure 5 This is a functional module diagram of a vehicle seat analysis device according to an embodiment of this application.

[0022] Figure 6 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0023] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0024] The following description sets forth many specific details to provide a full understanding of this application. The described embodiments are only some, not all, of the embodiments of this application.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0026] It should be further noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0027] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and drawings of this application are used to distinguish similar objects, not to describe a specific order or sequence.

[0028] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0029] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating the steps of an embodiment of the vehicle seat analysis method of this application. Depending on different requirements, the order of the steps in this flowchart can be changed, and some steps can be omitted. This vehicle seat analysis method can be executed by a vehicle seat analysis device provided in this application embodiment. This vehicle seat analysis device can be implemented using software and / or hardware. Specifically, the vehicle seat analysis device can be simulation software and algorithms based on computers, virtual reality (VR) devices, sensors, and measuring devices, etc., but is not limited thereto, and this application embodiment does not limit it in this way.

[0030] The specific process of this embodiment is as follows: Figure 1 As shown, it includes the following steps:

[0031] Step 101: Establish the first finite element model of the vehicle seat.

[0032] In some embodiments, the counterweight mass of the first seat finite element model is set to be equal to the actual weight of the vehicle seat. Specifically, the first seat finite element model can be established in the following manner:

[0033] 1. Import the STP file of the vehicle seat into the finite element analysis software. The finite element analysis software will then display the seat model of the vehicle seat. Perform surface extraction, geometry cleanup, and create finite element meshes for each component of the vehicle seat. Draw quadrilaterals for the skeleton, tetrahedrons for the slide rail motor mounting bracket, and hexahedrons for the angle adjuster drive shaft.

[0034] 2. For the eight-way adjustable vehicle seat, the connections between the ball bearings and the upper and lower slide rails, the inner and outer discs of the adjuster, the front and rear connecting shafts, and the left and right height adjustment brackets and the rear cross tube are all simulated using spring units. It should be noted that, in order to replicate the actual vibration transmission when a real vehicle seat receives excitation, the finite element models of the multiple components of the vehicle seat structure in this embodiment should include all subsystems that are rigidly connected to the vehicle seat, i.e., directly bolted to the vehicle seat without rubber bushings.

[0035] 3. The weld position and weld length of the seat model are consistent with those of the vehicle seat connection.

[0036] 4. Based on the formula COG(X / Y / Z) = ((physical mass * physical mass) - (simulation mass * simulation mass)) / counterweight mass, verify the center of mass of the backrest assembly and the seat cushion assembly. Specifically, based on the formula Counterweight Mass = Physical Mass - Finite Element Mass, adjust the mass of the backrest assembly and the seat cushion assembly at the verification center of mass. After adjusting the weight, ensure that the center of mass and mass of the seat model are consistent with the center of mass and mass parameters of the vehicle seat.

[0037] 5. Constrain the six degrees of freedom at the four bolt connections between the lower rail and the vehicle floor to obtain the first seat finite element model.

[0038] Understandably, the above operations can be performed using finite element analysis software such as Ansa, ANSYS, ABAQUS, and Nastran.

[0039] Step 102: Determine the excitation point and response point of the vehicle seat, and determine the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point in the first seat finite element model.

[0040] Specifically, the position of the first virtual excitation point in the finite element model of the first seat is consistent with the position of the excitation point in the vehicle seat; the position of the first virtual response point in the finite element model of the first seat is consistent with the position of the response point in the vehicle seat.

[0041] Please refer to Figure 2This is a simulation diagram of the first seat finite element model provided in this application embodiment. Since the greater the distance between the first virtual response point and the center of mass of the seat back, the more pronounced the vibration generated at the first virtual response point after inputting the excitation load, the more accurate the subsequent frequency response analysis results based on the first vibration information of the first seat finite element model will be. Figure 2 The first virtual excitation point and the first virtual response point shown are both located at a position on the seat back away from the center of mass. It is understood that this embodiment does not specifically limit the location of the first virtual excitation point, and it can be set according to actual needs.

[0042] Step 103: Input the excitation load into the first virtual excitation point and obtain the first vibration information generated by the first virtual response point.

[0043] In some embodiments, before inputting the excitation load into the first virtual excitation point, the method further includes: obtaining setting parameters of the excitation load, wherein the setting parameters include an initial frequency, a frequency increment, and a number of frequency increments; inputting the excitation load into the first virtual excitation point and obtaining first vibration information generated by the first virtual response point, including: inputting the excitation load into the first virtual excitation point, dynamically adjusting the frequency of the excitation load according to the setting parameters, and obtaining the first vibration information.

[0044] Specifically, the initial frequency, frequency increment, and number of frequency increments of the excitation load are set in the finite element analysis software. This embodiment does not impose specific limitations on the size of the initial frequency, frequency increment, and number of frequency increments, and can be set according to actual needs.

[0045] In some embodiments, the first vibration information includes, but is not limited to: the vibration acceleration of the first virtual response point and the vibration acceleration in the Z direction.

[0046] In some embodiments, the excitation load is obtained by: obtaining a unit excitation load; setting the excitation force of the unit excitation load in the X, Y and Z directions respectively to obtain the excitation load.

[0047] It is understood that this embodiment does not specifically limit the magnitude of the excitation force in the X, Y, and Z directions, and can be set according to actual needs.

[0048] Step 104: Perform frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model.

[0049] In some embodiments, the first vibration transmissibility is obtained by: obtaining a first frequency response function analysis file of the first seat finite element model based on the first vibration information; parsing the first frequency response function analysis file to obtain a first simulation curve of the first virtual response point, wherein the first simulation curve is the relationship curve between the frequency and vibration acceleration of the first virtual response point in the Z direction; and obtaining the first vibration transmissibility based on the first simulation curve.

[0050] Specifically, the first vibration transmissibility is the ratio of the vibration acceleration to the frequency at the first virtual response point in the Z direction. It's worth noting that a lower vibration transmissibility indicates a lower likelihood of resonance between the vehicle seat and the vehicle's environment, meaning better vibration isolation and comfort for the vehicle seat.

[0051] It is understood that how to obtain the first frequency response function analysis file and how to parse the first frequency response function analysis file are described in detail in subsequent embodiments, and will not be repeated here to avoid repetition.

[0052] Step 105: Build the vehicle floor and set the vehicle floor and the first seat finite element model as an elastic connection to obtain the second seat finite element model.

[0053] In some embodiments, the first seat finite element model includes a lower rail finite element model; setting the vehicle floor and the first seat finite element model as an elastic connection includes: setting a plurality of spring elements between the vehicle floor and the lower rail finite element model; calculating a first stiffness in the Z direction, a second stiffness in the Y direction, and a third stiffness in the X direction of the spring elements; and configuring each spring element according to the first stiffness, the second stiffness, and the third stiffness.

[0054] Specifically, the supporting force provided by the vehicle floor to the finite element model of the lower rail is calculated according to the following formula: G=ma; where G is the supporting force, m is the counterweight of the first seat finite element model, and g is the acceleration due to gravity.

[0055] The frictional force between the vehicle floor and the lower rail finite element model is calculated using the following formula: f = μF n Where f is the frictional force, μ is the static friction coefficient, and F n The pressure exerted on the vehicle floor by the finite element model of the lower rail.

[0056] Please refer to Figure 3 This is a connection diagram between the lower rail finite element model and the vehicle floor in the second seat finite element model provided in this embodiment of the application. By setting multiple springs between the lower rail finite element model and the vehicle floor, the vehicle floor and the first seat finite element model can be set as an elastic connection.

[0057] Step 106: In the finite element model of the second seat, determine the second virtual excitation point corresponding to the excitation point and the second virtual response point corresponding to the response point.

[0058] Specifically, the position of the second virtual excitation point in the finite element model of the second seat is consistent with the position of the excitation point in the vehicle seat; the position of the second virtual response point in the finite element model of the second seat is consistent with the position of the response point in the vehicle seat.

[0059] Step 107: Input the excitation load into the second virtual excitation point and obtain the second vibration information generated by the second virtual response point.

[0060] As described above, after obtaining the setting parameters of the excitation load, the excitation load is input into the second virtual excitation point, and the frequency of the excitation load is dynamically adjusted according to the setting parameters to obtain the second vibration information.

[0061] Step 108: Perform frequency response analysis on the second seat finite element model based on the second vibration information to obtain the second vibration transmissibility of the second seat finite element model.

[0062] In some embodiments, the second vibration transmissibility is obtained as follows: a second frequency response function analysis file of the second seat finite element model is obtained based on the second vibration information; the second frequency response function analysis file is parsed to obtain a second simulation curve of the second virtual response point, wherein the second simulation curve is the relationship curve between the frequency and vibration acceleration of the second virtual response point in the Z direction; and the second vibration transmissibility is obtained based on the second simulation curve.

[0063] It is understood that how to obtain the second frequency response function analysis file and how to parse the second frequency response function analysis file are described in detail in subsequent embodiments, and will not be repeated here to avoid repetition.

[0064] Step 109: Obtain the vibration comfort analysis results of the vehicle seat based on the first vibration transmissibility and the second vibration transmissibility.

[0065] In some embodiments, the vibration comfort analysis results of the vehicle seat are obtained in the following manner: when the comparison result shows that the first vibration transmissibility is greater than the second vibration transmissibility, the vibration comfort of the target vehicle seat is superior to the vibration comfort analysis results of the vehicle seat, wherein the target vehicle seat is the seat corresponding to the finite element model of the second seat; when the comparison result shows that the first vibration transmissibility is less than the second vibration transmissibility, the vibration comfort of the vehicle seat is superior to the vibration comfort analysis results of the target vehicle seat.

[0066] Specifically, a lower vibration transmissibility indicates a lower likelihood of resonance between the vehicle seat and the vehicle body environment, meaning better vibration isolation and comfort. Therefore, if the first vibration transmissibility is greater than the second vibration transmissibility, it indicates that setting the vehicle body floor and the first seat finite element model as an elastic connection can improve the vibration isolation and comfort of the vehicle seat. In other words, by analyzing the vibration transmissibility of the vehicle seat in this embodiment, the comfort of the vehicle seat can be evaluated, and it can be determined how to improve the comfort of the vehicle seat. The entire analysis process only requires finite element analysis software, saving on equipment costs for vehicle seat analysis, and it does not depend on the finished vehicle seat; the comfort of the vehicle seat can be evaluated during the design stage.

[0067] For ease of understanding, the following example uses Ansa software for finite element analysis. Figure 4 This embodiment provides a detailed explanation of how the vibration comfort analysis results of the vehicle seat are obtained:

[0068] 1. Import the vehicle seat's STP file into Ansa software to obtain the initial vehicle seat model.

[0069] 2. Assign materials and properties to the vehicle seat model, establish welds and bolt connections; perform centroid verification, and apply mass counterweights to the backrest assembly and seat cushion assembly based on the actual measurement results of the vehicle seat; constrain the four bolt points connecting the lower rail of the vehicle seat model to the vehicle body to six degrees of freedom, and obtain the first seat finite element model.

[0070] 3. Based on the excitation and response points of the vehicle seat, create the first virtual excitation and response points of the first seat finite element model in Ansa software.

[0071] 4. Create a unit excitation load in the Ansa software, setting the initial frequency, frequency increment, and number of frequency increments. Specifically, the Ansa software includes several controls, such as the TABLED1 control, FREQUI control, DAREA control, and RLOAD control. The TABLED1 control is used to create the unit excitation load; the FREQUI control is used to create the initial frequency, frequency increment, and number of frequency increments; the DAREA control is used to create the excitation force of the unit excitation load in the X, Y, and Z directions; and the RLOAD control is used to create the loading step. The RLOAD control references the control ID of the excitation point DAREA control, and also references the control ID of the TABLED1 control.

[0072] 5. Ansa software simulates the first seat finite element model based on the above settings to obtain the PCH file of the first seat finite element model, which is the first frequency response function analysis file of the first seat finite element model.

[0073] 6. Based on the first seat finite element model, establish the vehicle floor. Establish point-to-point spring elements between the vehicle floor and the lower rail, constraining 6 degrees of freedom of the floor support surface and 6 degrees of freedom of the 4 bolt mounting holes of the lower rail. Calculate the first stiffness in the Z-direction, the second stiffness in the Y-direction, and the third stiffness in the X-direction of the spring elements using the aforementioned method. Configure each spring element according to the first, second, and third stiffnesses to obtain the second seat finite element model.

[0074] 7. Obtain the PCH file of the second seat finite element model in the same way as the first seat finite element model. This file is the second frequency response function analysis file of the second seat finite element model.

[0075] 8. Open the first and second frequency response function analysis files using Hypergraph2D software to obtain... Figure 4 The first and second simulation curves are shown. Figure 4 The curve corresponding to Model 1 is the first simulation curve, and the curve corresponding to Model 2 is the second simulation curve.

[0076] 9. Take the ratio of vibration acceleration to frequency in the Z direction at the first virtual response point in the first simulation curve as the first vibration transmissibility, and take the ratio of vibration acceleration to frequency in the Z direction at the second virtual response point in the second simulation curve as the second vibration transmissibility. Compare the magnitudes of the first vibration transmissibility and the second vibration transmissibility.

[0077] 10. If the first vibration transmissibility is greater than the second vibration transmissibility, it indicates that changing the stiffness and damping between the vehicle seat and the vehicle floor can improve the vibration isolation and comfort of the vehicle seat. If the first vibration transmissibility is less than the second vibration transmissibility, it indicates that the vehicle seat is likely to resonate with the vehicle body components, and the vibration isolation of the vehicle seat needs to be improved. This can be achieved by increasing the damping of the vibration isolation system, softening the foam, and increasing the foam thickness.

[0078] Compared with related technologies, the embodiments of this application have at least the following advantages: By establishing a first finite element model of the vehicle seat, after determining the excitation point and response point of the vehicle seat, the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point can be determined. Furthermore, by inputting the excitation load into the first virtual excitation point, the first vibration information generated by the first virtual response point can be obtained. Therefore, frequency response analysis of the first seat finite element model can be performed based on the first vibration information, thereby obtaining the first vibration transmissibility of the first seat finite element model. Similarly, after setting an elastic connection between the vehicle floor and the first seat finite element model to obtain a second seat finite element model, the second vibration transmissibility of the second seat finite element model can be obtained in the same way. Since the vibration transmissibility reflects the vibration isolation performance of the vehicle seat, the changes in the vibration isolation performance of the vehicle seat after changing the connection method between the vehicle floor and the first seat finite element model can be known based on the first and second vibration transmissibility, thereby obtaining the vibration comfort analysis results of the vehicle seat and realizing the vibration analysis of the vehicle seat. The above method allows for vibration analysis of vehicle seats by establishing only the first and second finite element models, reducing the cost of vibration analysis. Furthermore, this method eliminates the need for laboratory testing, avoiding interference from the testing environment on the natural frequencies of the vehicle seats and improving the accuracy of vibration analysis.

[0079] Based on the same idea as the vehicle seat analysis method in the above embodiments, this application also provides a vehicle seat analysis device, which can be used to execute the above vehicle seat analysis method. For ease of explanation, the structural schematic diagram of the vehicle seat analysis device embodiment only shows the parts related to the embodiments of this application. Those skilled in the art will understand that the illustrated structure does not constitute a limitation on the device, and may include more or fewer components than illustrated, or combine certain components, or have different component arrangements.

[0080] like Figure 5 As shown, the vehicle seat analysis unit 100 includes a finite element model establishment module 11, an excitation point and response point determination module 12, a vibration information acquisition module 13, a frequency response analysis module 14, and a vibration comfort analysis module 15. In some embodiments, the above modules can be programmable software instructions stored in memory and executable by a processor. It is understood that in other embodiments, the above modules can also be program instructions or firmware embedded in a processor.

[0081] Finite element model creation module 11 is used to create the first finite element model of the vehicle seat.

[0082] The excitation point and response point determination module 12 is used to determine the excitation point and response point of the vehicle seat, and to determine the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point in the first seat finite element model;

[0083] Vibration information acquisition module 13 is used to input the excitation load into the first virtual excitation point and acquire the first vibration information generated by the first virtual response point;

[0084] The frequency response analysis module 14 is used to perform frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model.

[0085] The finite element model building module 11 is also used to build the vehicle floor and set the vehicle floor and the first seat finite element model as an elastic connection to obtain the second seat finite element model;

[0086] The excitation point and response point determination module 12 is further configured to determine a second virtual excitation point corresponding to the excitation point and a second virtual response point corresponding to the response point in the second seat finite element model; the vibration information acquisition module 13 is further configured to input the excitation load into the second virtual excitation point and acquire the second vibration information generated by the second virtual response point; the frequency response analysis module 14 is further configured to perform frequency response analysis on the second seat finite element model based on the second vibration information and obtain the second vibration transmissibility of the second seat finite element model;

[0087] The vibration comfort analysis module 15 is used to obtain the vibration comfort analysis results of the vehicle seat based on the first vibration transmission rate and the second vibration transmission rate.

[0088] Please refer to Figure 6 This application provides a schematic diagram of the hardware structure of the electronic device 1000. (See attached diagram.) Figure 6 As shown, the electronic device 1000 may include a processor 1001 and a memory 1002. The memory 1002 is used to store one or more computer programs 1003. The one or more computer programs 1003 are configured to be executed by the processor 1001. The one or more computer programs 1003 include instructions that can be used to implement the vehicle seat analysis method described above in the electronic device 1000.

[0089] It is understood that the structure illustrated in this embodiment does not constitute a specific limitation on the electronic device 1000. In other embodiments, the electronic device 1000 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements.

[0090] Processor 1001 may include one or more processing units, such as: application processor (AP), modem, graphics processing unit (GPU), image signal processor (ISP), controller, video codec, digital signal processor (DSP), baseband processor, and / or neural network processing unit (NPU), etc. Different processing units may be independent devices or integrated into one or more processors.

[0091] The processor 1001 may also include a memory for storing instructions and data. In some embodiments, the memory in the processor 1001 is a cache memory. This memory can store instructions or data that the processor 1001 has just used or that are used repeatedly. If the processor 1001 needs to use the instruction or data again, it can retrieve it directly from this memory. This avoids repeated accesses, reduces the waiting time of the processor 1001, and thus improves the efficiency of the system.

[0092] In some embodiments, the processor 1001 may include one or more interfaces. Interfaces may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface, etc.

[0093] In some embodiments, the processor 1001 is used to execute acceleration schemes such as Single Instruction Multiple Data (SIMD) and Very Long Instruction Word (VLIW).

[0094] In some embodiments, memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0095] This embodiment also provides a storage medium storing computer instructions. When the instructions are executed on an electronic device, the electronic device performs the aforementioned method steps to implement the vehicle seat analysis method in the above embodiment.

[0096] In this embodiment, the electronic device and storage medium are used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0097] In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0098] In the several embodiments provided in this application, the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are illustrative. For instance, the division of modules or units is a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0099] The unit described as a separate component may or may not be physically separate. The component shown as a unit can be one physical unit or multiple physical units, that is, it can be located in one place or distributed in multiple different places. Some or all of the units can be selected to achieve the purpose of the solution in this embodiment according to actual needs.

[0100] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0101] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially or in other words, the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application.

Claims

1. A method for analyzing vehicle seats, characterized in that, include: Establish the first finite element model of the vehicle seat; Determine the excitation point and response point of the vehicle seat, and determine the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point in the first seat finite element model; The excitation load is input to the first virtual excitation point to obtain the first vibration information generated by the first virtual response point; Based on the first vibration information, a frequency response analysis is performed on the first seat finite element model to obtain the first vibration transmissibility of the first seat finite element model. A vehicle floor is constructed, and the vehicle floor is set to be elastically connected to the first seat finite element model to obtain the second seat finite element model; In the second seat finite element model, a second virtual excitation point corresponding to the excitation point and a second virtual response point corresponding to the response point are determined; The excitation load is input to the second virtual excitation point to obtain the second vibration information generated by the second virtual response point; Based on the second vibration information, a frequency response analysis is performed on the second seat finite element model to obtain the second vibration transmissibility of the second seat finite element model. The vibration comfort analysis results of the vehicle seat are obtained based on the first vibration transmissibility and the second vibration transmissibility.

2. The vehicle seat analysis method according to claim 1, characterized in that, Before inputting the excitation load into the first virtual excitation point, the method further includes: Obtain the setting parameters of the excitation load, wherein the setting parameters include the initial frequency, frequency increment, and number of frequency increments; The step of inputting the excitation load into the first virtual excitation point and obtaining the first vibration information generated by the first virtual response point includes: The excitation load is input to the first virtual excitation point, and the frequency of the excitation load is dynamically adjusted according to the setting parameters to obtain the first vibration information. The step of inputting the excitation load into the second virtual excitation point and obtaining the second vibration information generated by the second virtual response point includes: The excitation load is input to the second virtual excitation point, and the frequency of the excitation load is dynamically adjusted according to the setting parameters to obtain the second vibration information.

3. The vehicle seat analysis method according to claim 1 or 2, characterized in that, The methods for obtaining the excitation load include: Obtain the unit excitation load; The excitation load is obtained by setting the excitation force of the unit excitation load in the X, Y and Z directions respectively.

4. The vehicle seat analysis method according to claim 1, characterized in that, The step of performing frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model includes: Based on the first vibration information, the first frequency response function analysis file of the first seat finite element model is obtained; The first frequency response function analysis file is parsed to obtain the first simulation curve of the first virtual response point, wherein the first simulation curve is the relationship curve between the frequency and vibration acceleration of the first virtual response point in the Z direction; The first vibration transmissibility is obtained based on the first simulation curve; The step of performing frequency response analysis on the second seat finite element model based on the second vibration information to obtain the second vibration transmissibility of the second seat finite element model includes: The second frequency response function analysis file of the second seat finite element model is obtained based on the second vibration information; The second frequency response function analysis file is parsed to obtain the second simulation curve of the second virtual response point, wherein the second simulation curve is the relationship curve between the frequency and vibration acceleration of the second virtual response point in the Z direction; The second vibration transmissibility is obtained from the second simulation curve.

5. The vehicle seat analysis method according to claim 1, characterized in that, The first seat finite element model includes a lower rail finite element model; setting the vehicle floor and the first seat finite element model as an elastic connection includes: Multiple spring units are provided between the vehicle floor and the finite element model of the lower rail; Calculate the first stiffness of the spring unit in the Z direction, the second stiffness in the Y direction, and the third stiffness in the X direction; Each spring unit is configured according to the first stiffness, the second stiffness, and the third stiffness.

6. The vehicle seat analysis method according to claim 5, characterized in that, After establishing the first finite element model of the vehicle seat, the following steps are also included: The counterweight mass of the first seat finite element model is set to be equal to the actual weight of the vehicle seat; The calculation of the spring unit's first stiffness in the Z direction, second stiffness in the Y direction, and third stiffness in the X direction includes: The supporting force provided by the vehicle floor to the finite element model of the lower rail is calculated based on the weight of the counterweight. The first stiffness is calculated based on the supporting force; Calculate the frictional force between the vehicle floor and the lower rail finite element model based on the pressure exerted on the vehicle floor by the lower rail finite element model; The second stiffness and the third stiffness are calculated based on the frictional force.

7. The vehicle seat analysis method according to claim 1, characterized in that, The step of obtaining the vibration comfort analysis results of the vehicle seat based on the first vibration transmissibility and the second vibration transmissibility includes: Compare the magnitudes of the first vibration transmissibility and the second vibration transmissibility; When the comparison result shows that the first vibration transmissibility is greater than the second vibration transmissibility, the vibration comfort of the target vehicle seat is better than the vibration comfort analysis result of the vehicle seat, wherein the target vehicle seat is the seat corresponding to the finite element model of the second seat; When the comparison result shows that the first vibration transmission rate is less than the second vibration transmission rate, the vibration comfort of the vehicle seat is found to be superior to that of the target vehicle seat.

8. A vehicle seat analysis device, characterized in that, include: The system includes modules for establishing finite element models, determining excitation and response points, acquiring vibration information, analyzing frequency response, and analyzing vibration comfort. The finite element model building module is used to build the first finite element model of the vehicle seat. The excitation point and response point determination module is used to determine the excitation point and response point of the vehicle seat, and to determine the first virtual excitation point corresponding to the excitation point and the first virtual response point corresponding to the response point in the first seat finite element model; The vibration information acquisition module is used to input the excitation load into the first virtual excitation point and acquire the first vibration information generated by the first virtual response point. The frequency response analysis module is used to perform frequency response analysis on the first seat finite element model based on the first vibration information to obtain the first vibration transmissibility of the first seat finite element model. The finite element model building module is also used to build the vehicle floor and set the vehicle floor and the first seat finite element model as an elastic connection to obtain the second seat finite element model. The excitation point and response point determination module is further configured to determine a second virtual excitation point corresponding to the excitation point and a second virtual response point corresponding to the response point in the second seat finite element model; The vibration information acquisition module is also used to input the excitation load into the second virtual excitation point and acquire the second vibration information generated by the second virtual response point; The frequency response analysis module is also used to perform frequency response analysis on the second seat finite element model based on the second vibration information to obtain the second vibration transmissibility of the second seat finite element model. The vibration comfort analysis module is used to obtain the vibration comfort analysis results of the vehicle seat based on the first vibration transmission rate and the second vibration transmission rate.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory being used to store instructions, and the processor being used to invoke the instructions in the memory, causing the electronic device to execute the vehicle seat analysis method according to any one of claims 1 to 7.

10. A storage medium, characterized in that, Includes computer instructions that, when executed on an electronic device, cause the electronic device to perform the vehicle seat analysis method as described in any one of claims 1 to 7.

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