Torsion beam suspension transmission load evaluation and optimization method, electronic equipment, storage medium and device

Abstract

The invention discloses a torsion beam suspension transmission load evaluation and optimization method, electronic equipment, a storage medium and a device. The method comprises the following steps: constructing a finite element model of the torsion beam suspension; torsion beam suspension transmission load is calculated based on the torsion beam suspension finite element model, and transmission load data are obtained; calculating a load evaluation index based on the transmitted load data; acquiring a tire cavity sound load threshold value; the torsion beam suspension transmission load is evaluated based on the load evaluation index and the tire cavity sound load threshold value; and judging whether the torsion beam suspension has the risk of causing the tire cavity sound or not based on the evaluation result. And if yes, optimizing the structure of the torsion beam suspension based on the transmitted load data. According to the method, the tire cavity sound risk caused by the torsion beam suspension is recognized and eliminated in the chassis architecture data stage, the tire cavity sound problem is solved by optimizing the structure of the torsion beam suspension, and compared with a traditional scheme that a vibration absorber is installed on a torsion beam or a scheme that sound-absorbing cotton is installed in a tire, the cost is lower.

Description

Technical Field

[0001] The present invention belongs to the field of vehicle technology, and more specifically, relates to a method for evaluating and optimizing a torsion beam suspension load transfer, an electronic device, a storage medium and a device. Background Art

[0002] New energy vehicles are becoming increasingly popular. Due to the lack of traditional fuel engine noise masking, the problem of road noise inside the car caused by uneven roads has become prominent, and the riding experience is poor. Reducing the tire cavity sound in the passenger compartment can improve riding comfort, reduce complaints, and increase product sales. The transmission of tire cavity sound to the interior of the car is mainly through structural paths, and the process is complex, involving multiple components such as rims, steering knuckles, and suspensions. The industry often identifies tire cavity sound problems only in the virtual vehicle development stage or prototype stage. The time point of problem identification is already in the later stage of the R&D cycle, and the solution can only rely on adding vibration absorbers or wheel cavity sound-absorbing cotton, which will bring about a significant increase in weight and cost.

[0003] The two biggest factors affecting tire cavity sound are the excitation load generated by tire cavity resonance and the load amplification generated by suspension resonance. The tire cavity resonance excitation frequency is related to the tire size, generally around 180-220Hz. If the suspension also has modes in this frequency range, it often causes the load transferred from the suspension to the vehicle body to be amplified, and obvious tire cavity sound is generated in the passenger compartment. The load amplification phenomenon is particularly obvious in torsion beam suspension models, and the size of the load transferred from the suspension to the vehicle body cannot be evaluated solely through suspension modal analysis.

[0004] The information disclosed in the background technology section of the present invention is only intended to deepen the understanding of the general background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0005] The purpose of the present invention is to propose a method for evaluating and optimizing the load transferred by a torsion beam suspension, an electronic device, a storage medium and a device, so as to identify and eliminate the risk of tire cavity sound caused by the torsion beam suspension at the chassis architecture data stage, to identify and optimize the risk of tire cavity sound in advance, and not to rely on tire sound-absorbing cotton or suspension vibration absorbers, which is lower in cost.

[0006] To achieve the above-mentioned purpose, the present invention proposes a method for evaluating and optimizing the load transferred by a torsion beam suspension, an electronic device, a storage medium and a device.

[0007] According to a first aspect of the present invention, a method for evaluating and optimizing a torsion beam suspension transmission load is proposed, comprising:

[0008] Construct a finite element model of a torsion beam suspension;

[0009] Calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain transfer load data;

[0010] Calculating a load evaluation index based on the transferred load data;

[0011] Obtain tire cavity sound load threshold;

[0012] Evaluating the torsion beam suspension transmission load based on the load evaluation index and the tire cavity sound load threshold;

[0013] Based on the evaluation results, determine whether the torsion beam suspension has the risk of causing tire cavity noise;

[0014] If so, the structure of the torsion beam suspension is optimized based on the transferred load data.

[0015] Optionally, the calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model comprises:

[0016] The finite element model of the torsion beam suspension is constrained, and the constrained positions are the tire grounding position and the passive side of the bushing connecting the shock absorber, the spring, and the trailing arm to the vehicle body;

[0017] Exciting the shaft head on one side of the torsion beam suspension finite element model in the X, Y and Z directions respectively with the set excitation amplitude and frequency range;

[0018] The response loads in the X, Y and Z directions of the three constraint positions of the shock absorber, the spring and the trailing arm at the axle head on the other side of the torsion beam suspension finite element model are output respectively to obtain the transferred load data.

[0019] Optionally, the expression of the load evaluation index is:

[0020]

[0021] Wherein, A is the load evaluation index, F(i,f) is the transferred load data, i=1,2…27, i represents the X, Y, and Z directions of the three constraint positions of the shock absorber, spring, and trailing arm corresponding to the X, Y, and Z directions of the shaft head, and f is the transferred load frequency range, 20 Hz≤f≤250 Hz.

[0022] Optionally, obtaining the tire cavity sound load threshold includes:

[0023] Obtaining historical vehicle models that have tire cavity noise due to torsion beam problems and for which structural optimization solutions exist, and calculating a load evaluation index based on the historical vehicle models that have completed structural optimization, wherein the load evaluation index is a tire cavity noise load threshold;

[0024] or,

[0025] The load evaluation index is calculated based on all torsion beam suspension models in the database, and the maximum load evaluation index is used as the tire cavity sound load threshold.

[0026] Optionally, judging whether the torsion beam suspension has a risk of causing tire cavity noise based on the evaluation result includes:

[0027] When the load evaluation index is less than or equal to the tire cavity sound load threshold, the torsion beam suspension does not have the risk of causing tire cavity sound;

[0028] When the load evaluation index is greater than the tire cavity sound load threshold, the torsion beam suspension has a risk of causing tire cavity sound.

[0029] Optionally, the optimizing the structure of the torsion beam suspension based on the transferred load data comprises:

[0030] Determining the maximum contribution frequency in the transferred load data based on the load evaluation index, and then determining a maximum contribution curve;

[0031] Performing a working deformation analysis on the torsion beam suspension based on the maximum contribution frequency;

[0032] The structure of the torsion beam suspension is optimized based on the working deformation analysis results and the vibration mode of the response point and direction corresponding to the maximum contribution curve in the frequency mode near the maximum contribution frequency, so that the load evaluation index is ≤ the tire cavity sound load threshold.

[0033] Optionally, based on the load evaluation index from Determine the maximum contribution frequency f max , and then from (F(i,f max ), i = 1, 2…27) determine the maximum contribution curve i max .

[0034] Optionally, the set excitation amplitude and frequency are 1N and 20-250 Hz respectively.

[0035] According to a second aspect of the present invention, a torsion beam suspension load transfer evaluation and optimization device is provided, comprising:

[0036] Construction module for constructing finite element models of torsion beam suspensions;

[0037] A first calculation module, used for calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain transfer load data;

[0038] A second calculation module, used for calculating a load evaluation index based on the transferred load data;

[0039] An acquisition module, used for acquiring a tire cavity sound load threshold;

[0040] An evaluation module, used for evaluating the torsion beam suspension transmission load based on the load evaluation index and the tire cavity sound load threshold;

[0041] A judgment module, used for judging whether the torsion beam suspension has a risk of causing tire cavity noise based on the evaluation result;

[0042] The optimization module is used to optimize the structure of the torsion beam suspension based on the transferred load data if there is a risk of the torsion beam suspension causing tire cavity noise.

[0043] According to a third aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0044] at least one processor; and,

[0045] a memory communicatively connected to the at least one processor; wherein,

[0046] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the torsion beam suspension load transfer evaluation and optimization method described in any one of the first aspects.

[0047] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is proposed, which stores computer instructions for enabling a computer to execute any of the torsion beam suspension load transfer evaluation and optimization methods described in the first aspect.

[0048] The beneficial effects of the present invention are as follows: the present invention calculates the torsion beam suspension transmission load by constructing a torsion beam suspension finite element model, and then processes it to obtain a load evaluation index. The torsion beam suspension transmission load is evaluated by the load evaluation index tire cavity sound load threshold to determine whether there is a risk of tire cavity sound caused by excessive transmission load due to resonance of the torsion beam suspension. If there is a risk, the structure of the torsion beam suspension is optimized according to the transmission load data, so as to identify and eliminate the tire cavity sound risk caused by the torsion beam suspension at the chassis architecture data stage. Compared with the traditional evaluation method based on virtual whole vehicle or test prototype, it can be achieved about 4 months in advance, so as to identify and optimize the tire cavity sound risk in advance; the tire cavity sound problem is solved by optimizing the structure of the torsion beam suspension, which is lower than the traditional torsion beam installation vibration absorber solution or the sound-absorbing cotton installation solution in the tire, and effectively reduces the cost.

[0049] The system of the present invention has other characteristics and advantages, which will be apparent from the drawings incorporated herein and the following detailed description, or will be described in detail in the drawings incorporated herein and the following detailed description, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, in which like reference numerals generally represent like components.

[0051] Figure 1 A flow chart showing the steps of a method for evaluating and optimizing a torsion beam suspension load transfer according to the present invention.

[0052] Figure 2 A flow chart showing the steps of a method for evaluating and optimizing a torsion beam suspension transfer load according to a second embodiment of the present invention is shown.

[0053] Figure 3 A schematic diagram of a finite element model of a torsion beam suspension according to the second embodiment of the present invention is shown.

[0054] Figure 4 A schematic diagram showing boundary conditions and response points of a torsion beam suspension according to Embodiment 2 of the present invention is shown.

[0055] Figure 5 A schematic diagram showing load transfer from an excitation point to a response point according to the second embodiment of the present invention is shown.

[0056] Figure 6 A schematic diagram of imax transferring load according to the second embodiment of the present invention is shown.

[0057] Figure 7 The torsion beam suspension according to the second embodiment of the present invention is shown in FIG. max =190Hz deformation diagram.

[0058] Figure 8 The torsion beam suspension according to the second embodiment of the present invention is shown in FIG. max =190Hz deformation diagram.

[0059] Fig. 9 The torsion beam suspension according to the second embodiment of the present invention is shown in FIG. max =190Hz deformation diagram.

[0060] Fig.10 A schematic diagram of the 192 Hz modal vibration shape of the torsion beam suspension according to the second embodiment of the present invention is shown.

[0061] Fig.11 A schematic diagram showing an optimization scheme for a torsion beam suspension and changes in a load evaluation index according to the second embodiment of the present invention is shown.

[0062] Fig.12 A schematic diagram comparing the effects of the torsion beam suspension structure on vehicle interior noise before and after optimization according to the second embodiment of the present invention is shown. DETAILED DESCRIPTION

[0063] The present invention will be described in more detail below with reference to the accompanying drawings. Although preferred embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0064] like Figure 1 As shown, a method for evaluating and optimizing the load transferred by a torsion beam suspension according to the present invention comprises:

[0065] Construct a finite element model of a torsion beam suspension;

[0066] Calculate the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain the transfer load data;

[0067] Calculate the load evaluation index based on the transferred load data;

[0068] Obtain tire cavity sound load threshold;

[0069] The torsion beam suspension transfer load is evaluated based on the load evaluation index and tire cavity sound load threshold;

[0070] Based on the evaluation results, determine whether the torsion beam suspension has the risk of causing tire cavity noise;

[0071] If so, the structure of the torsion beam suspension is optimized based on the transferred load data.

[0072] Specifically, the present invention is aimed at a passenger car equipped with a torsion beam suspension. In the early chassis architecture stage of data development, a torsion beam suspension finite element model is constructed, and the model includes a torsion beam finite element model, a linear tire model, a steering knuckle finite element model, etc. Constructing a torsion beam suspension finite element model is a prior art and the present invention will not elaborate on it in detail; according to the torsion beam suspension finite element model, the torsion beam suspension transfer load, that is, the transfer load from the torsion beam suspension axle head to the vehicle body mounting point, obtains the transfer load data; processes the transfer load data into a load evaluation index; obtains the tire cavity sound load threshold, and compares the tire cavity sound load threshold with the load The evaluation index is compared to determine whether the torsion beam suspension has the risk of causing tire cavity sound in the cabin. If so, the structure of the torsion beam suspension is optimized according to the transferred load data to avoid the occurrence of this risk. Compared with the traditional reliance on a virtual complete vehicle or a test prototype, the present invention only uses a virtual torsion beam suspension, which can identify and eliminate the risk of tire cavity sound caused by the torsion beam suspension at the chassis architecture data stage. The risk identification and optimization can be advanced by about 4 months. In addition, the present invention solves the tire cavity sound problem through structural optimization, does not rely on tire sound-absorbing cotton or suspension vibration absorbers, and has a lower solution cost.

[0073] In one example, calculating the torsion beam suspension transmitted load based on the torsion beam suspension finite element model includes:

[0074] The finite element model of the torsion beam suspension is constrained at the tire contact point and the passive side of the bushing connecting the shock absorber, spring, and trailing arm to the vehicle body.

[0075] The X, Y and Z directions of the shaft head on one side of the torsion beam suspension finite element model are excited respectively with the set excitation amplitude and frequency range;

[0076] The response loads in the X, Y and Z directions of the three constraint positions of the shock absorber, spring and trailing arm at the axle head on the other side of the torsion beam suspension finite element model are output respectively to obtain the transferred load data.

[0077] Specifically, the torsion beam suspension transmission load is calculated according to the torsion beam suspension finite element model. First, the torsion beam suspension finite element model is constrained, and the constraint positions are the tire grounding position and the passive side of the bushing connecting the shock absorber, spring, and trailing arm with the body, that is, the tire grounding position and the connection between the shock absorber, spring, and trailing arm and the body. Then, the set excitation amplitude and frequency respectively excite the X, Y, and Z directions of the shaft head on one side of the torsion beam suspension finite element model, where the frequency range is 20Hz≤f≤250Hz, and the response load within the frequency range of the X, Y, and Z directions of the three constraint positions of the shock absorber, spring, and trailing arm at the shaft head on the other side of the torsion beam suspension finite element model is output, that is, the shock absorber The response loads in three frequency ranges of the connection between the device and the vehicle body in the X, Y, and Z directions, the response loads in three frequency ranges of the connection between the spring and the vehicle body in the X, Y, and Z directions, and the response loads in three frequency ranges of the connection between the trailing arm and the vehicle body in the X, Y, and Z directions. That is to say, 9 groups of response loads correspond to the excitation in the X direction of the shaft head, 9 groups of response loads correspond to the excitation in the Y direction of the shaft head, and 9 groups of response loads correspond to the excitation in the Z direction of the shaft head. A total of 27 groups of response loads are output to form the transferred load data, wherein each group of response loads can form a curve. The response loads of the finite element model of the torsion beam suspension can be solved by the existing finite element solution software, which is not elaborated in detail in the present invention.

[0078] In one example, the expression for the load rating index is:

[0079]

[0080] Wherein, A is the load evaluation index, F(i,f) is the transferred load data, i=1,2…27, i represents the X, Y, and Z directions of the three constraint positions of the shock absorber, spring, and trailing arm corresponding to the X, Y, and Z directions of the shaft head, and f is the transferred load frequency range, 20 Hz≤f≤250 Hz.

[0081] Specifically, the meaning of this expression is: merge the curves formed by 27 groups of response loads into one curve, that is, add the 27 response loads corresponding to each frequency in the 27 response load curves to form a curve, and then add the added response loads corresponding to each frequency in the range of 180Hz≤f≤220Hz on the curve to get a point, and the value of this point is the load evaluation index.

[0082] In one example, obtaining the tire cavity sound load threshold includes:

[0083] Obtain historical vehicle models that have tire cavity noise due to torsion beam problems and for which structural optimization solutions exist, and calculate a load evaluation index based on the historical vehicle models that have completed structural optimization. The load evaluation index is the tire cavity noise load threshold.

[0084] or,

[0085] The load evaluation index is calculated based on all torsion beam suspension models in the database, and the maximum load evaluation index is used as the tire cavity sound load threshold.

[0086] Specifically, if there is a historical vehicle model that causes tire cavity sound due to a torsion beam problem and there is a structural solution, the tire cavity sound load threshold can be calculated using the optimized state of this vehicle model using the solution, and the calculation method is the same as the above-mentioned load evaluation index calculation method; if there is no historical vehicle model that causes tire cavity sound due to a torsion beam problem, the load evaluation index can be calculated for all torsion beam suspension vehicle models in the database, and the largest load evaluation index can be used as the tire cavity sound load threshold.

[0087] In one example, judging whether the torsion beam suspension has a risk of causing tire cavity noise based on the evaluation result includes:

[0088] When the load evaluation index is ≤ the tire cavity sound load threshold, the torsion beam suspension does not have the risk of causing tire cavity sound;

[0089] When the load evaluation index is greater than the tire cavity sound load threshold, the torsion beam suspension is at risk of causing tire cavity sound.

[0090] In one example, optimizing the structure of a torsion beam suspension based on the transferred load data includes:

[0091] Determine the maximum contribution frequency in the transferred load data based on the load evaluation index, and then determine the maximum contribution curve;

[0092] Perform working deformation analysis on torsion beam suspension based on maximum contribution frequency;

[0093] Based on the working deformation analysis results and the vibration mode of the response point and direction corresponding to the maximum contribution curve in the frequency mode near the maximum contribution frequency, the structure of the torsion beam suspension is optimized so that the load evaluation index is ≤ the tire cavity sound load threshold.

[0094] Specifically, the contribution of the load evaluation index is first analyzed, and the frequency with the largest contribution to the load evaluation index is selected from 27 groups of response loads, and the curve with the largest contribution is determined based on the frequency; then, the ODS (operating deformation analysis) of the torsion beam suspension of the development vehicle model is calculated based on the maximum contribution frequency, and attention is paid to the vibration mode of the response point and direction corresponding to the maximum contribution curve in the mode near the maximum contribution frequency, and the structure of the torsion beam suspension is optimized to the load evaluation index ≤ the tire cavity sound load threshold, and the risk of tire cavity sound caused by the torsion beam suspension is eliminated through structural optimization.

[0095] In one example, based on the load evaluation index from Determine the maximum contribution frequency fmax , and then from (F(i,f max ), i = 1, 2…27) determine the maximum contribution curve i max .

[0096] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments, but is not intended to be limiting of the present invention. It should be noted that the embodiments and features in the embodiments of the present invention may be combined with each other without conflict.

[0097] Embodiment 1

[0098] This embodiment provides a torsion beam suspension load transfer evaluation and optimization, including:

[0099] Construct a finite element model of a torsion beam suspension;

[0100] Calculate the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain the transfer load data;

[0101] Calculate the load evaluation index based on the transferred load data;

[0102] Obtain tire cavity sound load threshold;

[0103] The torsion beam suspension transfer load is evaluated based on the load evaluation index and tire cavity sound load threshold;

[0104] Based on the evaluation results, determine whether the torsion beam suspension has the risk of causing tire cavity noise;

[0105] If so, the structure of the torsion beam suspension is optimized based on the transferred load data.

[0106] The calculation of the torsion beam suspension transfer load based on the torsion beam suspension finite element model includes:

[0107] The finite element model of the torsion beam suspension is constrained at the tire contact point and the passive side of the bushing connecting the shock absorber, spring, and trailing arm to the vehicle body.

[0108] The X, Y and Z directions of the shaft head on one side of the torsion beam suspension finite element model are excited respectively with the set excitation amplitude and frequency range;

[0109] The response loads in the X, Y and Z directions of the three constraint positions of the shock absorber, spring and trailing arm at the axle head on the other side of the torsion beam suspension finite element model are output respectively to obtain the transferred load data.

[0110] The expression of load evaluation index is:

[0111]

[0112] Wherein, A is the load evaluation index, F(i,f) is the transferred load data, i=1,2…27, i represents the X, Y, and Z directions of the three constraint positions of the shock absorber, spring, and trailing arm corresponding to the X, Y, and Z directions of the shaft head, and f is the transferred load frequency range, 20 Hz≤f≤250 Hz.

[0113] Obtaining the tire cavity sound load threshold includes:

[0114] Obtain historical vehicle models that have tire cavity noise due to torsion beam problems and for which structural optimization solutions exist, and calculate a load evaluation index based on the historical vehicle models that have completed structural optimization. The load evaluation index is the tire cavity noise load threshold.

[0115] or,

[0116] The load evaluation index is calculated based on all torsion beam suspension models in the database, and the maximum load evaluation index is used as the tire cavity sound load threshold.

[0117] Based on the evaluation results, whether the torsion beam suspension has the risk of causing tire cavity noise includes:

[0118] When the load evaluation index is ≤ the tire cavity sound load threshold, the torsion beam suspension does not have the risk of causing tire cavity sound;

[0119] When the load evaluation index is greater than the tire cavity sound load threshold, the torsion beam suspension is at risk of causing tire cavity sound.

[0120] The structural optimization of the torsion beam suspension based on the transferred load data includes:

[0121] Determine the maximum contribution frequency in the transferred load data based on the load evaluation index, and then determine the maximum contribution curve;

[0122] Perform working deformation analysis on torsion beam suspension based on maximum contribution frequency;

[0123] Based on the working deformation analysis results and the vibration mode of the response point and direction corresponding to the maximum contribution curve in the frequency mode near the maximum contribution frequency, the structure of the torsion beam suspension is optimized so that the load evaluation index is ≤ the tire cavity sound load threshold.

[0124] Based on the load evaluation index Determine the maximum contribution frequency f max , and then from (F(i,f max ), i = 1, 2…27) determine the maximum contribution curve i max .

[0125] Embodiment 2

[0126] like Figure 2As shown, this embodiment provides a method for evaluating and optimizing a torsion beam suspension load transfer, including:

[0127] The finite element model is built based on the torsion beam suspension CAD data. The model includes the torsion beam finite element model, linear tire model, steering knuckle finite element model, etc. The parameters such as the dynamic stiffness of the model bushing are taken as the design defined values. The model is as follows Figure 3 shown.

[0128] Obtain the load transferred from the torsion beam suspension axle head to the vehicle body mounting point. Figure 4 As shown in the figure, the restraint position is the tire grounding position and the passive side of the bushing connecting the shock absorber, spring, and trailing arm to the vehicle body; the left shaft head is excited in three directions, X, Y, and Z, respectively, with an excitation amplitude of 1N and a frequency of 20 to 250 Hz; the right shock absorber, spring, and trailing arm restraint position X, Y, and Z three directions of response load are output, denoted as F(i, f), where i = 1, 2…27 represents different directions of different response points, and 20 Hz ≤ f ≤ 250 Hz represents the frequency range of the transferred load; the load transferred from the excitation point to the response point is as follows: Figure 5 shown.

[0129] The transferred load data is processed into a "load evaluation index", denoted as A. The data processing method is shown in formula (1):

[0130]

[0131] Obtain the tire cavity sound load threshold A as follows: 阀值 :

[0132] If there is a historical vehicle model with tire cavity noise caused by torsion beam problems and a structural solution, the tire cavity noise load threshold A can be calculated using the optimized state of this vehicle model using the solution. 阀 value;

[0133] If there is no historical vehicle model that causes tire cavity noise due to torsion beam problems, the load evaluation index can be calculated for all torsion beam suspension models in the database, and the maximum load evaluation index can be used as the A threshold.

[0134] Calculate the load evaluation index A of the newly developed vehicle model 开发 and with A 阀值 For comparison, if A 开发 ≤A 阀值 The newly developed torsion beam suspension does not cause tire cavity noise risk. 开发 >A 阀值 If there is a risk, then develop the vehicle load evaluation index A 开发 Contribution analysis, from Determine the frequency f with the largest contribution max , from F(i,fmax ), i = 1, 2…27 to determine the curve i with the largest contribution max ,like Figure 6 As shown, f max =190Hz,i max This is the Z-direction load transfer curve of the trailing arm.

[0135] According to the f determined in the previous step max Calculate the ODS of the torsion beam suspension of the development model and pay attention to f max In the nearby mode max The response point and direction of the curve corresponding to the vibration mode, optimize the torsion beam structure to A 开发 ≤A 阀值 . Figure 7 The torsion beam suspension is shown in the X direction. max =190Hz deformation diagram, Figure 8 The torsion beam suspension Y-axis f max =190Hz deformation diagram, Fig. 9 The torsion beam suspension is shown in the Z direction. max =190Hz deformation diagram, Fig.10 The 192Hz modal vibration diagram of the torsion beam suspension is shown. Figure 7-10 The color scale in the figure represents the larger the deformation from bottom to top, that is, red represents the largest deformation, and the bottom blue represents no deformation. Figure 7-10 Perform a working deformation analysis of the torsion beam suspension and adjust the structure of the torsion beam suspension according to the analysis results, such as Fig.11 As shown, the optimization scheme of this embodiment is to adjust the caliper position and adjust the front A 开发 =2.37; after adjustment A 开发 =1.98, less than A 阀值 =2.11; Fig.12 A schematic diagram comparing the effects of torsion beam suspension structure optimization on vehicle interior noise before and after is shown. It can be seen that the torsion beam suspension structure optimization significantly reduces vehicle interior noise. The method of this embodiment can identify the risk of torsion beam suspension tire cavity sound at an earlier stage of architecture data, which is about 4 months earlier than the traditional evaluation method based on virtual vehicle or test prototype. The tire cavity sound problem is solved by optimizing the structural torsion beam suspension, which is lower in cost than the traditional torsion beam installation of vibration absorbers or the installation of sound-absorbing cotton in the tire.

[0136] Embodiment 3

[0137] This embodiment provides a torsion beam suspension load transfer evaluation and optimization device, including:

[0138] Construction module for constructing finite element models of torsion beam suspensions;

[0139] A first calculation module is used to calculate the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain transfer load data;

[0140] A second calculation module, used for calculating a load evaluation index based on the transferred load data;

[0141] An acquisition module, used for acquiring a tire cavity sound load threshold;

[0142] An evaluation module for evaluating the torsion beam suspension transmission load based on a load evaluation index and a tire cavity sound load threshold;

[0143] A judgment module, used for judging whether the torsion beam suspension has a risk of causing tire cavity noise based on the evaluation result;

[0144] The optimization module is used to optimize the structure of the torsion beam suspension based on the transferred load data if there is a risk that the torsion beam suspension will cause tire cavity noise.

[0145] Embodiment 4

[0146] The present disclosure also provides an electronic device, the electronic device comprising:

[0147] at least one processor; and,

[0148] a memory communicatively connected to the at least one processor; wherein,

[0149] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the torsion beam suspension load transfer evaluation and optimization method in the first embodiment.

[0150] The electronic device according to an embodiment of the present disclosure includes a memory and a processor, and the memory is used to store non-temporary computer-readable instructions. Specifically, the memory may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may, for example, include a random access memory (RAM) and / or a cache memory (cache), etc. The non-volatile memory may, for example, include a read-only memory (ROM), a hard disk, a flash memory, etc.

[0151] The processor may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device to perform desired functions. In one embodiment of the present disclosure, the processor is used to run the computer-readable instructions stored in the memory.

[0152] Those skilled in the art should be able to understand that in order to solve the technical problem of how to obtain a good user experience, the present embodiment may also include well-known structures such as a communication bus and an interface, and these well-known structures should also be included in the protection scope of the present disclosure.

[0153] For detailed description of this embodiment, reference may be made to the corresponding descriptions in the aforementioned embodiments, which will not be repeated here.

[0154] Embodiment 5

[0155] The embodiment of the present disclosure provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the torsion beam suspension load transfer evaluation and optimization method in the first embodiment.

[0156] According to the computer-readable storage medium of the embodiment of the present disclosure, non-transitory computer-readable instructions are stored thereon. When the non-transitory computer-readable instructions are executed by a processor, all or part of the steps of the above-mentioned methods of each embodiment of the present disclosure are executed.

[0157] The above-mentioned computer-readable storage media include, but are not limited to: optical storage media (e.g., CD-ROM and DVD), magneto-optical storage media (e.g., MO), magnetic storage media (e.g., magnetic tape or mobile hard disk), media with built-in rewritable non-volatile memory (e.g., memory card) and media with built-in ROM (e.g., ROM box).

[0158] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A method for evaluating and optimizing the load transfer of a torsion beam suspension, characterized in that: include: Construct a finite element model of a torsion beam suspension; Calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain transfer load data; Calculating a load evaluation index based on the transferred load data; Obtain tire cavity sound load threshold; Evaluating the torsion beam suspension transmission load based on the load evaluation index and the tire cavity sound load threshold; Based on the evaluation results, determine whether the torsion beam suspension has the risk of causing tire cavity noise; If so, the structure of the torsion beam suspension is optimized based on the transferred load data.

2. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 1, characterized in that: The calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model comprises: The finite element model of the torsion beam suspension is constrained, and the constrained positions are the tire grounding position and the passive side of the bushing connecting the shock absorber, the spring, and the trailing arm to the vehicle body; Exciting the shaft head on one side of the torsion beam suspension finite element model in the X, Y and Z directions respectively with the set excitation amplitude and frequency range; The response loads in the X, Y and Z directions of the three constraint positions of the shock absorber, the spring and the trailing arm at the axle head on the other side of the torsion beam suspension finite element model are output respectively to obtain the transferred load data.

3. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 2, characterized in that: The expression of the load evaluation index is: Wherein, A is the load evaluation index, F(i,f) is the transferred load data, i=1,2…27, i represents the X, Y, and Z directions of the three constraint positions of the shock absorber, spring, and trailing arm corresponding to the X, Y, and Z directions of the shaft head, and f is the transferred load frequency range, 20 Hz≤f≤250 Hz.

4. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 3, characterized in that: The step of obtaining the tire cavity sound load threshold comprises: Obtaining historical vehicle models that have tire cavity noise due to torsion beam problems and for which structural optimization solutions exist, and calculating a load evaluation index based on the historical vehicle models that have completed structural optimization, wherein the load evaluation index is a tire cavity noise load threshold; or, The load evaluation index is calculated based on all torsion beam suspension models in the database, and the maximum load evaluation index is used as the tire cavity sound load threshold.

5. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 1, characterized in that: The determining, based on the evaluation results, whether the torsion beam suspension has a risk of causing tire cavity noise includes: When the load evaluation index is less than or equal to the tire cavity sound load threshold, the torsion beam suspension does not have the risk of causing tire cavity sound; When the load evaluation index is greater than the tire cavity sound load threshold, the torsion beam suspension has a risk of causing tire cavity sound.

6. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 5, characterized in that: The optimizing the structure of the torsion beam suspension based on the transferred load data comprises: Determining the maximum contribution frequency in the transferred load data based on the load evaluation index, and then determining a maximum contribution curve; Performing a working deformation analysis on the torsion beam suspension based on the maximum contribution frequency; The structure of the torsion beam suspension is optimized based on the working deformation analysis results and the vibration mode of the response point and direction corresponding to the maximum contribution curve in the frequency mode near the maximum contribution frequency, so that the load evaluation index is ≤ the tire cavity sound load threshold.

7. The method for evaluating and optimizing the torsion beam suspension transmission load according to claim 6, characterized in that: Based on the load evaluation index from Determine the maximum contribution frequency f max , and then from (F(i,f max ), i = 1, 2…27) determine the maximum contribution curve i max .

8. An electronic device, characterized in that: The electronic device comprises: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the torsion beam suspension load transfer evaluation and optimization method described in any one of claims 1-7.

9. A non-transitory computer-readable storage medium, characterized in that: The non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the torsion beam suspension load transfer evaluation and optimization method described in any one of claims 1-7.

10. A torsion beam suspension load transfer evaluation and optimization device, characterized in that: include: Construction module for constructing finite element models of torsion beam suspensions; A first calculation module, used for calculating the torsion beam suspension transfer load based on the torsion beam suspension finite element model to obtain transfer load data; A second calculation module, used for calculating a load evaluation index based on the transferred load data; An acquisition module, used for acquiring a tire cavity sound load threshold; An evaluation module, used for evaluating the torsion beam suspension transmission load based on the load evaluation index and the tire cavity sound load threshold; A judgment module, used for judging whether the torsion beam suspension has a risk of causing tire cavity noise based on the evaluation result; The optimization module is used to optimize the structure of the torsion beam suspension based on the transferred load data if there is a risk of the torsion beam suspension causing tire cavity noise.

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