Active suspension optimization method and device, vehicle, equipment and medium

Abstract

The invention discloses an active suspension optimization method and device of a vehicle, the vehicle, electronic equipment and a storage medium, and the method comprises the steps: carrying out the stress transmission analysis of a transmission mechanism in the active suspension, determining the stress transmission indexes of the active suspension, comprehensively constructing a target function according to the stress transmission indexes, and in addition, carrying out the optimization of the active suspension according to the determined Kamp; c, screening out a target motion track of an acting force transmission point on the transmission mechanism according to the characteristic indexes; optimizing the geometrical characteristic parameters of the active suspension by taking the target function as an optimization target and taking the target motion trail of the acting force transmission end point and the coordinates of the acting force transmission starting point as known basic data to obtain geometrical characteristic parameter values corresponding to the optimal value of the target function; and optimizing the geometrical characteristics of the active suspension model by taking the geometrical characteristic parameter values as references. A suspension Kamp is combined; and C, active suspension optimization is performed on the performance during stress transmission, so that the performance of the active suspension is further improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to an active suspension optimization method, device, vehicle, electronic device, and storage medium for a vehicle. Background Technique

[0002] After years of development, suspension technology has experienced the development stages from passive suspension to semi-active suspension and finally to active suspension technology. A passive suspension consists of a coil spring and a passive shock absorber; a semi-active suspension consists of a coil spring and an adjustable shock absorber; there are currently three types of full-active suspensions: one is composed of an air spring and an adjustable shock absorber; the second is an active suspension composed of a hydraulic actuator; the third is an active suspension with a motor reducer as an actuator, and the active force is transmitted through a spatial linkage mechanism.

[0003] Compared with passive suspension, active suspension has improved performance. However, when setting up an active suspension, it requires a large amount of space. In the limited space of the vehicle chassis, the moving space of the mechanical structure of the active suspension is also restricted, resulting in limited performance.

[0004] Therefore, how to optimize the design of the active suspension under the constraint of limited space to further improve the performance of the active suspension has become an urgent problem to be solved. Summary of the Invention

[0005] Based on this, in view of the above technical problems, it is necessary to provide an active suspension optimization method, device, vehicle, electronic device, and storage medium for a vehicle to optimize the design of the active suspension under the constraint of limited space and further improve the performance of the active suspension.

[0006] An active suspension optimization method for a vehicle includes:

[0007] Conduct a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension;

[0008] Construct an objective function based on the force transmission index;

[0009] Determine the K&C characteristic index of the active suspension, and use the K&C characteristic index as a constraint condition to determine the target motion trajectory of the force transmission end point on the transmission mechanism;

[0010] According to the target motion trajectory, the coordinates of the force transmission starting point, and the objective function, optimize the geometric characteristic parameters of the transmission mechanism to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, so as to optimize the active suspension according to the geometric characteristic parameter values corresponding to the optimal value.

[0011] In the embodiments of the present application, the force transmission index includes a transmission index and a suspension force index. Analyzing the force transmission of the transmission mechanism in the active suspension to determine the force transmission index of the active suspension includes:

[0012] Based on the spatial link corresponding to the transmission mechanism, analyzing the work done by the transmission mechanism at the starting point of force transmission and the work done at the ending point of force transmission to determine the transmission index;

[0013] Based on the spatial link, analyzing the force on the shock absorber in the direction perpendicular to the shock absorber barrel in the transmission mechanism to determine the suspension force index.

[0014] In the embodiments of the present application, the connection point between the actuator and the rocker arm in the transmission mechanism is used as the starting point of force transmission, and the connection point between the tie rod and the shock absorber in the transmission mechanism is used as the ending point of force transmission;

[0015] The analyzing, based on the spatial link corresponding to the transmission mechanism, the work done by the transmission mechanism at the starting point of force transmission and the work done at the ending point of force transmission to determine the transmission index includes

[0016] Based on the spatial link corresponding to the transmission mechanism, analyzing the work done by the output torque of the actuator in the transmission mechanism and the work done by the force transmitted to the shock absorber on the equivalent mass to determine the transmission index;

[0017] The equivalent mass is the preset vehicle body mass borne by the active suspension.

[0018] In the embodiments of the present application, determining the target motion trajectory of the ending point of force transmission on the transmission mechanism with the K&C characteristic index as a constraint condition includes:

[0019] Performing wheel bounce simulation and wheel force simulation on the active suspension model to obtain the value of the K&C characteristic index and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism;

[0020] Based on the value of the K&C characteristic index, determining the target motion trajectory of the connection point between the tie rod and the shock absorber from the motion trajectory of the connection point between the tie rod and the shock absorber.

[0021] In the embodiments of the present application, optimizing the geometric characteristic parameters of the transmission mechanism according to the target motion trajectory, the coordinates of the starting point of force transmission, and the objective function to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function includes:

[0022] Analyze the geometric motion of the spatial link corresponding to the transmission mechanism during the operation of the active suspension, and determine the geometric characteristic parameters and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission.

[0023] Take the objective function as the fitness function in the genetic algorithm, and optimize the geometric characteristic parameters according to the target motion trajectory of the force transmission end point, the coordinates of the force transmission start point, and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission, so as to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function.

[0024] The key points of the link transmission include the force transmission start point, the force transmission end point, and the spatial position reference point from the tie rod to the actuator in the transmission mechanism.

[0025] In the embodiment of the present application, the spatial position reference point from the tie rod to the actuator is determined by the following method:

[0026] Take the foot of the perpendicular from the connection point between the tie rod and the rocker arm to the corresponding rod of the actuator as the spatial position reference point from the tie rod to the actuator.

[0027] An active suspension optimization device for a vehicle includes:

[0028] An index determination module, configured to perform force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension.

[0029] An objective function construction module, configured to construct an objective function based on the force transmission index.

[0030] A data acquisition module, configured to determine the K&C characteristic index of the active suspension, and use the K&C characteristic index as a constraint condition to determine the target motion trajectory of the force transmission end point on the transmission mechanism.

[0031] A parameter optimization module, configured to optimize the geometric characteristic parameters of the transmission mechanism according to the target motion trajectory, the coordinates of the force transmission start point, and the objective function, so as to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, and optimize the active suspension according to the geometric characteristic parameter values corresponding to the optimal value.

[0032] In the embodiment of the present application, the force transmission index includes a transmission index and a suspension force index, and the objective function construction module is further configured to:

[0033] Based on the spatial link corresponding to the transmission mechanism, analyze the work done by the transmission mechanism at the force transmission start point and the work done at the force transmission end point, so as to determine the transmission index.

[0034] Based on the spatial link, analyze the force condition of the shock absorber in the direction perpendicular to the shock absorber barrel in the transmission mechanism to determine the suspension force index.

[0035] In the embodiment of the present application, the connection point between the actuator and the rocker arm in the transmission mechanism is used as the starting point of the force transmission, and the connection point between the tie rod and the shock absorber in the transmission mechanism is used as the ending point of the force transmission;

[0036] The objective function construction module is further configured to:

[0037] Based on the spatial link corresponding to the transmission mechanism, analyze the work done by the output torque of the actuator in the transmission mechanism and the work done by the force transmitted to the shock absorber on the equivalent mass to determine the transmission index;

[0038] The equivalent mass is the preset vehicle body mass borne by the active suspension.

[0039] In the embodiment of the present application, the data acquisition module is further configured to:

[0040] Perform wheel bounce simulation and wheel force simulation on the active suspension model to obtain the value of the K&C characteristic index and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism;

[0041] Based on the value of the K&C characteristic index, determine the target motion trajectory of the connection point between the tie rod and the shock absorber from the motion trajectory of the connection point between the tie rod and the shock absorber.

[0042] In the embodiment of the present application, the parameter optimization module is further configured to:

[0043] Analyze the geometric motion of the spatial link corresponding to the transmission mechanism during the operation of the active suspension to determine the geometric characteristic parameters and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission;

[0044] Take the objective function as the fitness function in the genetic algorithm, and optimize the geometric characteristic parameters by the genetic algorithm according to the target motion trajectory of the force transmission ending point, the coordinates of the force transmission starting point, and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission, so as to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function;

[0045] The key points of the link transmission include the force transmission starting point, the force transmission ending point, and the spatial position reference point from the tie rod to the actuator in the transmission mechanism.

[0046] In an embodiment of the present application, the spatial position reference point of the pull rod to the actuator is determined by the following method:

[0047] The foot of the perpendicular from the connection point between the pull rod and the rocker arm to the corresponding rod of the actuator is used as the spatial position reference point of the pull rod to the actuator.

[0048] A vehicle, the vehicle includes an active suspension optimized by the active suspension optimization method of the vehicle based on the above embodiment.

[0049] An electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the computer program, the steps of the active suspension optimization method of the vehicle as described in the above embodiment are implemented.

[0050] A computer-readable storage medium, on which a computer program is stored, wherein when the program is executed by a processor, the steps of the active suspension optimization method of the vehicle as described in the above embodiment are implemented.

[0051] In summary, the present application proposes an active suspension optimization method, device, vehicle, electronic device, and storage medium for a vehicle. Among them, the active suspension optimization method for a vehicle determines the force transmission indexes of the active suspension by performing force transmission analysis on the transmission mechanism in the active suspension, constructs an objective function comprehensively based on these force transmission indexes. In addition, according to the determined K&C characteristic indexes, the target motion trajectory of the force application point on the transmission mechanism is screened out; taking the objective function as the optimization target, and using the target motion trajectory of the force transmission end point and the coordinates of the force transmission start point as the known basic data, the geometric characteristic parameters of the active suspension are optimized to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, so as to optimize the geometric characteristics of the active suspension model with these geometric characteristic parameter values as a reference. The present application optimizes the active suspension under the limited chassis X / Y / Z three-dimensional space constraints, combines the K&C characteristics of the suspension and the performance during force transmission, thereby further improving the performance of the active suspension, and the performance of the optimized active suspension is not restricted by the limited setting space. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the drawings required to be used in the description of the embodiments of the present invention. Obviously, the following drawings are only some embodiments of the present invention, and those of ordinary skill in the art can also obtain other drawings without creative efforts based on these drawings.

[0053] Figure 1 is a flowchart of an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0054] Figure 2 It is a schematic diagram of an active suspension in an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0055] Figure 3 It is a flowchart of an active suspension optimization method for a vehicle shown according to another exemplary embodiment of the present application;

[0056] Figure 4 It is a side view of an active suspension in an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0057] Figure 5 It is a front view of an active suspension in an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0058] Figure 6 It is a schematic diagram of active suspension force transmission in an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0059] Figure 7 It is a pulse - body acceleration curve graph corresponding to different moments of inertia in an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application;

[0060] Figure 8 It is a flowchart of an active suspension optimization method for a vehicle shown according to another exemplary embodiment of the present application;

[0061] Figure 9 It is a flowchart of an active suspension optimization method for a vehicle shown according to another exemplary embodiment of the present application;

[0062] Figure 10 It is a comparison graph of the transmission efficiency of the active suspension before and after optimization in an active suspension optimization method for a vehicle shown according to another exemplary embodiment of the present application;

[0063] Figure 11 It is a block diagram of an active suspension optimization device for a vehicle shown according to an exemplary embodiment of the present application;

[0064] Figure 12 It is a schematic block diagram of a vehicle shown according to an exemplary embodiment of the present application;

[0065] Figure 13 It is a schematic block diagram of an electronic device shown according to an exemplary embodiment of the present application. Detailed implementation manners

[0066] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The embodiments described by referring to the accompanying drawings are exemplary and are intended to explain the present application, rather than being construed as a limitation to the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0067] Figure 1 is a flowchart of an active suspension optimization method for a vehicle shown according to an exemplary embodiment of the present application. As Figure 1 shown, the active suspension optimization method for the vehicle includes the following steps:

[0068] S101. Conduct a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension.

[0069] This application optimizes the active suspension based on the active suspension as Figure 2 shown. As Figure 2 shown, the active suspension includes, but is not limited to, components such as an actuator (such as an actuator composed of a motor and a reducer), a rocker arm, a tie rod, a shock absorber, and a spring. Figure 2 The output shaft in is the output shaft of the actuator.

[0070] In the embodiments of the present application, the mechanism composed of the actuator or the actuator output shaft, the rocker arm, the tie rod, and the shock absorber is used as the transmission mechanism in the above-mentioned active suspension. This transmission mechanism is used to transmit the active torque (which can also be called the acting force) output by the actuator to the shock absorber.

[0071] In some embodiments, a force transmission analysis is conducted on the transmission mechanism during the operation of the active suspension to determine the force transmission index of the active suspension. For example, analyze the spatial position changes of each component of the transmission mechanism during the operation of the suspension, and analyze the states and relative position relationships of each component during the force transmission process, etc., to determine the force transmission index that affects the performance of the transmission mechanism.

[0072] For example, an active suspension model can be constructed to simulate the actual working conditions of the transmission mechanism in the active suspension model, so as to conduct a force transmission analysis on the transmission mechanism, such as simulating the force transmission of the active torque output by the actuator.

[0073] S102. Construct an objective function based on the force transmission index.

[0074] In the embodiments of the present application, the force transmission indexes corresponding to the transmission mechanism can be one or more. To comprehensively constrain multiple indexes, a target function can be constructed according to the determined force transmission indexes, and the active suspension is optimized with this target function as the optimization objective, so as to comprehensively consider the requirements of each index during the optimization process and overall improve the performance of the optimized active suspension.

[0075] S103. Determine the K&C characteristic indexes of the active suspension, and use the K&C characteristic indexes as constraint conditions to determine the target motion trajectory of the force transmission end point on the transmission mechanism.

[0076] When optimizing the active suspension in the present application, the constraint of the K&C characteristic indexes on the geometric structure of the active suspension is increased to balance the handling stability and ride comfort of the optimized active suspension.

[0077] Among them, the K characteristic of the suspension is mainly the change characteristic of the wheel attitude during the up and down movement of the wheel. For a fully active suspension, it is required that the K characteristic changes during upward and downward jumps are as close as possible and the linearity is good. Therefore, the indexes shown in Table 1 can be selected as the optimized K characteristic indexes of the active suspension:

[0078]

[0079]

[0080] Table 1 - Example Table of K Characteristic Indexes for Active Suspension Optimization

[0081] The C characteristic of the suspension is mainly the change characteristic of the wheel attitude during the process of the wheel receiving forces or torques in the X / Y / MZ directions. For a fully active suspension, it is required to have a large lateral stiffness and longitudinal flexibility. Among them, MZ represents the wheel alignment torque, that is, the rotational torque around the Z axis. Therefore, the indexes shown in Table 2 can be selected as the optimized C characteristic indexes of the active suspension:

[0082] Index Unit Lateral force toe change deg / kN Lateral force wheel center Y change mm / kN Longitudinal force wheel center X change mm / kN Return moment toe change deg / kNm Anti-nod angle deg

[0083] Table 2 - Example Table of C Characteristic Indexes for Active Suspension Optimization

[0084] It should be noted that the K&C characteristic indexes in the embodiments of the present application can be selected as needed, and the present application does not make any restrictions.

[0085] Using the determined K&C characteristic indexes as constraint conditions, filter out the target motion trajectories of the force transmission end points that meet the constraint conditions. The force transmission end point can also be understood as the force transmission end point of the active suspension, such as the connection point between the tie rod and the shock absorber in the transmission mechanism, that is, Figure 2 point C on the spatial link schematic diagram corresponding to the transmission mechanism.

[0086] S104. Optimize the geometric feature parameters of the transmission mechanism according to the target motion trajectory, the coordinates of the force transmission starting point, and the objective function, to obtain the geometric feature parameter values corresponding to the optimal value of the objective function, so as to optimize the active suspension according to the geometric feature parameter values corresponding to the optimal value.

[0087] In the embodiments of the present application, the force transmission starting point can be understood as the force transmission starting point of the active suspension, that is, the transmission starting point of the actuator output torque. For example, the connection point between the actuator and the rocker arm in the transmission mechanism, that is, Figure 2 point F on the spatial link schematic diagram corresponding to the transmission mechanism.

[0088] In the embodiments of the present application, the coordinates of the force transmission starting point are known as F(xF, yF, zF). The coordinates of the force transmission end point can be determined according to the target motion trajectory of the force transmission end point, expressed as C(xC, yC, zC).

[0089] Taking the objective function as the optimization goal, optimize the geometric feature parameters of the transmission mechanism according to the coordinates of the force transmission end point and the coordinates of the force transmission starting point. The objective function value can be calculated based on the geometric feature parameters before and after each round of optimization, and the optimized geometric feature parameter values can be screened according to the objective function value.

[0090] In some embodiments, a target threshold can be set for the objective function in advance, so as to screen out the objective function values that meet the target threshold requirements as the optimal values of the objective function; the optimal value can also be screened out from the objective function values determined after each round of optimization by setting the number of optimization cycles.

[0091] Take the geometric feature parameter values corresponding to the optimal value of the objective function as the finally determined geometric feature parameter values, and optimize the active suspension according to these geometric feature parameter values.

[0092] Among them, in the process of optimizing the geometric feature parameter values, a value range can be set for each geometric feature parameter. In the embodiments of the present application, the value range of the geometric features of the active suspension can be set based on the limitation of the movable space of the active suspension by the vehicle chassis. For example, the range of geometric feature parameters can be set based on the limited X / Y / Z three-dimensional space constraints of the chassis, so as to optimize the active suspension on the premise of limited space constraints, so that the optimized active suspension structure can be set on the vehicle chassis and is not affected by the limited space of the chassis during operation, and can still show high performance and meet vehicle requirements under the condition that the occupied space is limited. For example, due to the limited X / Y / Z three-dimensional space of the chassis, the size of the motor reducer is necessarily limited, and the output torque is also limited. Through the optimization of the active suspension in the present application, the optimized active suspension can still apply the target active force required by the output wheel under the condition of limited actuator torque, achieving a better shock absorption effect and enhancing vehicle operation stability and comfort.

[0093] In summary, for the active suspension optimization method of the vehicle proposed in this application, through the force transmission analysis of the transmission mechanism in the active suspension, the force transmission indexes of the active suspension are determined. Based on these force transmission indexes, an objective function is comprehensively constructed. In addition, according to the determined K&C characteristic indexes, the target motion trajectories of the force transmission points on the transmission mechanism are screened out. Taking the objective function as the optimization goal, and using the target motion trajectory of the force transmission end point and the coordinates of the force transmission start point as the known basic data, the geometric characteristic parameters of the active suspension are optimized to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, so as to optimize the geometric characteristics of the active suspension model with these geometric characteristic parameter values as a reference. Under the limited three-dimensional space constraints of the chassis in the X / Y / Z directions, this application combines the K&C characteristics of the suspension and the performance during force transmission to optimize the active suspension, thereby further improving the performance of the active suspension, and the performance of the optimized active suspension is not restricted by the limited setting space.

[0094] Based on the above embodiments, as Figure 3 shown, the step S101 of "performing a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission indexes of the active suspension" includes the following steps:

[0095] S301, based on the spatial link corresponding to the transmission mechanism, analyze the work done by the transmission mechanism at the force transmission start point and the work done at the force transmission end point, so as to determine the transmission indexes affecting the energy transmission of the transmission mechanism.

[0096] As Figure 2 shown, according to the spatial relationship, structural relationship, connection relationship, etc. between the components in the transmission mechanism of the active suspension, the spatial link corresponding to the transmission mechanism is simplified. The spatial link includes the link corresponding to the actuator (i.e., the link corresponding to the output shaft of the actuator), the link corresponding to the rocker arm, the link corresponding to the tie rod, and the link corresponding to the shock absorber.

[0097] Based on the spatial link corresponding to the transmission mechanism, analyze the work done by the force to be transmitted on the transmission mechanism at the force transmission start point.

[0098] The force to be transmitted is transmitted through the transmission mechanism to obtain the transmitted force, and analyze the work done by the transmitted force at the force transmission end point.

[0099] Then, based on the principle of equal work, according to the expression of the work done by the force to be transmitted and the expression of the work done by the transmitted force, determine the transmission indexes and the optimization direction of the transmission indexes.

[0100] S302, based on the spatial link, analyze the force on the shock absorber in the direction perpendicular to the shock absorber barrel in the transmission mechanism to determine the suspension force indexes.

[0101] In addition, as Figure 4 - Figure 5 shown, based on the spatial link analysis, it can be known that the torque generated by the actuator is transmitted to the shock absorber through the spatial link, and the force F is a spatial force. Due to layout limitations, there is a spatial distance from the shock absorber, and the force perpendicular to the shock absorber will generate a bending moment on the shock absorber. This bending moment affects the friction force of the shock absorber and is not conducive to the vibration isolation performance of the vehicle for high-frequency and low-amplitude road inputs. Therefore, in this application, according to the force on the shock absorber in the X direction and the force in the Y direction, the suspension force indexes Tx and Ty are determined by the following formulas. The force perpendicular to the shock absorber is the acting force perpendicular to the barrel direction of the shock absorber.

[0102] Ty = Fcosα * Ly

[0103] Tx = Fcosβ ** Lx

[0104] Wherein, as Figure 4 and Figure 5 shown, α is the angle between the output shaft of the actuator and the X-axis of the coordinate system, β is the angle between the output shaft of the actuator and the Y-axis of the coordinate system, and Lx and Ly are the spatial distances between the force F and the shock absorber.

[0105] Based on the spatial link corresponding to the transmission mechanism, this application conducts a force transmission analysis on the transmission mechanism, determines the transmission index based on the work done by the transmission mechanism at the starting point and the ending point of the force transmission, and thereby screens out the indexes affecting the transmission efficiency of the active suspension; based on the acting force caused by the torque output by the actuator in the direction perpendicular to the barrel of the shock absorber, the suspension force index is determined to reduce the bending moment on the shock absorber, thereby reducing the friction force of the shock absorber, ensuring the reliability of the parts and improving the vehicle performance at the same time.

[0106] By combining the transmission index and the suspension force index to construct an objective function, and using this objective function as the optimization goal to optimize the geometric characteristic parameters of the active suspension, the optimized geometric characteristic parameters can meet the requirements of the transmission index and the suspension force index, so as to improve the transmission performance, shock absorption performance, etc. of the optimized active suspension.

[0107] On the basis of the above embodiments, the above step S301 "Based on the spatial link corresponding to the transmission mechanism, analyze the work done by the transmission mechanism at the starting point of the force transmission and the work done at the ending point of the force transmission to determine the transmission index" can be realized through the following process: Based on the spatial link corresponding to the transmission mechanism, analyze the work done by the output torque of the actuator in the transmission mechanism and the work done by the acting force transmitted to the shock absorber on the equivalent mass to determine the transmission index.

[0108] In some embodiments, as Figure 6As shown, during the operation of the active suspension, the actuator actuates (rotates), driving the rocker arm to move. The rocker arm drives the pull rod to move, and the pull rod pulls the shock absorber to move up and down, thereby causing the wheel to bounce up and down to meet the wheel attitude control under different working conditions.

[0109] According to the principle of equal work done, the work done by the actuator is equal to the work done by the equivalent mass. The equivalent mass is the preset vehicle body mass borne by the active suspension, which can also be understood as the unsprung mass of the spring. By analyzing the work done by the output torque of the actuator and the work done by the force transmitted to the shock absorber on the equivalent mass, the following formula can be obtained:

[0110] E1 = 0.5mv 2 = 0.5m(rω) 2 (1)

[0111]

[0112] v = rω (3)

[0113] r = 1 / ratio (4)

[0114] J = mr² 2 = m / ratio² (5)

[0115] Among them, E1 is the work done by the equivalent mass m, that is, the work done by the force transmitted to the shock absorber (i.e., the active force F in Figure 6 ) on the equivalent mass m. E2 is the work done by the actuator, that is, the work done by the output torque of the actuator (i.e., the active torque T in Figure 6 ). v is the movement speed of the equivalent mass, ω is the rotation speed of the actuator, r is the speed ratio, T is the active torque of the actuator, θ is the rotation angle of the actuator (i.e., the rotation angle of the output shaft of the actuator in Figure 2 ), J is the moment of inertia of the actuator, ψ is the angular acceleration of the actuator, and ratio is the transmission ratio. Among them, T = J*ψ.

[0116] From formulas (1)-(4), formula (5) can be deduced that the moment of inertia of the actuator is equal to the equivalent mass multiplied by the square of the speed ratio. It can be seen that the larger the ratio, the smaller the equivalent moment of inertia of the actuator, and for the pulse working condition, the impact strength and attenuation are also better. Figure 7 is the pulse-vehicle body acceleration curve corresponding to different moments of inertia. In the figure, the moment of inertia of the actuator with both a motor and a reducer > the moment of inertia of the actuator without a motor but with a reducer > the moment of inertia of the actuator without a motor and without a reducer.

[0117] From Figure 7It can be seen that the larger the moment of inertia, the worse the performance. Therefore, combined with formula (5), it can be obtained that the ratio needs to be set in a larger direction. In addition, based on the equal power, the following formula can be obtained:

[0118] Tw = Fv (6)

[0119]

[0120] Among them, 1000 is obtained by converting meters to millimeters for unit conversion, and 57.3 is obtained by converting degrees to radians = 180 / π.

[0121] From formulas (6)-(7), it can be obtained that the larger the ratio, the greater the driving force generated by the torque of a single actuator.

[0122] In addition, the actuator torque will be restricted by the actuator size and the chassis space to a certain extent. Therefore, in this application, the transmission ratio or transmission efficiency ratio is used as the above-mentioned transmission index, so that under the condition of limited torque, the required driving force can be output by setting the transmission index value. The transmission index is used as an important parameter in the optimization design of the active suspension, and the geometric characteristic parameters of the active suspension are optimized with the transmission efficiency as the goal, so as to improve the performance of the optimized active suspension.

[0123] On the basis of the above embodiments, as Figure 8 shown, the step "determine the target motion trajectory of the force transmission end point on the transmission mechanism with the K&C characteristic index as the constraint condition" in the above step S103 includes the following steps:

[0124] S801, perform wheel bounce simulation and wheel force simulation on the active suspension model to obtain the value of the K&C characteristic index and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism;

[0125] In the embodiment of the present application, an active suspension ADAMS model can be established, and wheel bounce simulation and three-way X / Y / Mz force and moment simulation are performed on the active suspension model. After the simulation, the value of the K&C characteristic index and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism are output, (i.e., Figure 2 the motion trajectory of point C in

[0126] S802, based on the value of the K&C characteristic index, determine the target motion trajectory of the connection point between the tie rod and the shock absorber from the motion trajectory of the connection point between the tie rod and the shock absorber.

[0127] In the embodiment of the present application, based on the value of the K&C characteristic index, the motion trajectory that meets the preset threshold requirements corresponding to the K&C characteristic index is selected from the motion trajectory of point C obtained after the simulation as the target motion trajectory.

[0128] This application determines the three-dimensional coordinate values of point C based on the target motion trajectory of point C, and uses these three-dimensional coordinate values as the basic data for optimizing the geometric feature parameters, thereby integrating the constraints of the K&C characteristic indicators into the optimization of the geometric feature parameters and improving the performance of the optimized active suspension.

[0129] Based on the above embodiments, as Figure 9 shown, in the above step S104, "optimize the geometric feature parameters of the transmission mechanism according to the target motion trajectory, the coordinates of the force transmission starting point, and the objective function to obtain the geometric feature parameter values corresponding to the optimal value of the objective function", including the following steps:

[0130] S901, analyze the geometric motion of the spatial link corresponding to the transmission mechanism during the operation of the active suspension, and determine the geometric feature parameters and the geometric relationships between the geometric feature parameters and the key points of the link transmission.

[0131] As Figure 2 shown, during the operation of the active suspension, the output shaft of the actuator in the transmission mechanism rotates by an angle θ, driving the rocker arm to move, and the rocker arm drives the pull rod to move, pulling the shock absorber to move up and down.

[0132] Among them, C is the pull rod point, that is, the connection point between the pull rod and the shock absorber, D is the lower pull rod point, that is, the connection point between the pull rod and the rocker arm, F is the connection point between the rocker arm and the actuator, E is the foot of the perpendicular from point D to the output shaft, L is the length of the pull rod, α is the angle between the output shaft and the X-axis of the coordinate system, β is the angle between the output shaft and the Y-axis of the coordinate system, when the output shaft rotation angle (i.e., the actuator rotation angle) is θ, the angle between the pull rod and the plane formed by the rocker arm and the output shaft is γ, and the spatial length from the pull rod to the output shaft is h (i.e., the spatial distance from the straight line EF to CD).

[0133] It should be noted that the above connection points are the connection points between the rods in the spatial link, and are the equivalent connection points of the connection positions between the components in the transmission mechanism.

[0134] This application determines the variables to be optimized as the above geometric feature parameters based on the geometric structure of the spatial link, as well as the position changes of the rods and the changes in the relative relationships between the rods during geometric motion. For example, select the variables to be optimized from Figure 2 the parameters shown as the geometric feature parameters, and the variables can be selected as needed, and this application does not make any limitations.

[0135] In some embodiments, α, β, h, L, and EF are used as the above geometric feature parameters.

[0136] By Figure 2Geometric analysis of the spatial linkage shown in [reference], to determine the geometric relationship between geometric characteristic parameters and key points of linkage transmission. Among them, the key points of linkage transmission can be the position points related to linkage transmission during the force transmission process of the linkage. For example, the key points of linkage transmission include the starting point of force transmission, the ending point of force transmission, and the spatial position reference point from the tie rod to the actuator in the transmission mechanism, where the spatial position reference point from the tie rod to the actuator can be understood as the point used to determine the spatial position or spatial length from the tie rod to the actuator. For example, the key points of linkage transmission can be Figure 2 points F, E, D, and C in

[0137] Correspondingly, combining with Figure 2 the geometric relationship of the spatial linkage shown, the geometric relationship between geometric characteristic parameters and key points of linkage transmission can be obtained, as shown in the following formulas:

[0138] cosα = (xE - xF) / EF;

[0139] cosβ = (yE - yF) / EF;

[0140] EF^2 = (xE - xF)^2 + (yE - yF)^2 + (zE - zF)^2;

[0141] (xE - xF)*(xE - xD) + (yE - yF)*(yE - yD) + (zE - zF)*(zE - zD) = 0;

[0142] h^2 = (xE - xD)^2 + (yE - yD)^2 + (zE - zD)^2;

[0143] L^2 = (xC - xD)^2 + (yC - yD)^2 + (zC - zD)^2;

[0144] S902, taking the objective function as the fitness function in the genetic algorithm, and optimizing the geometric characteristic parameters according to the target motion trajectory of the ending point of force transmission, the coordinates of the starting point of force transmission, and the geometric relationship between geometric characteristic parameters and key points of linkage transmission, to obtain the value of geometric characteristic parameters corresponding to the optimal value of the objective function.

[0145] In some embodiments, the genetic algorithm can be used to optimize the geometric characteristic parameters. Taking the objective function as the fitness function in the genetic algorithm and taking the geometric characteristic parameters as the individuals to be optimized in the genetic algorithm.

[0146] Among them, when optimizing the geometric feature parameters by genetic algorithm, first, the geometric feature parameters (α, β, h, L, EF) need to be encoded to transform the phenotype into the genotype. Then, referring to the value range of each geometric feature parameter, the population is initialized for individuals. Based on the initial population, the individual fitness is calculated (that is, based on the values of each geometric feature parameter on the individuals in the initial population, the value of the fitness function is calculated), and it is judged whether the individual fitness meets the requirements. If not, evolutionary calculation is performed to update the population, that is, adjust the values of the geometric feature parameters, and then calculate the individual fitness based on the new population until the individual fitness that meets the requirements is obtained, and the optimization process ends. The encoded data is decoded to obtain the values of the geometric feature parameters corresponding to the optimal value of the objective function.

[0147] In some embodiments, the objective function is set as (ratio / ratio0 - 1)^2+(Tx + Ty) / F; the minimum value of the objective function during the optimization process is taken as the optimal value corresponding to this function. That is, Min obj = (ratio / ratio0 - 1)^2+(Tx + Ty) / F.

[0148] Among them, considering that the relationship between the actuator rotation angle and the wheel hop amount will directly determine the relationship between the actuator torque / speed and the wheel force / speed, there is an optimization problem. The present invention takes the relationship between the actuator rotation angle and the wheel hop amount as one of the optimization objectives: ratio = dθ / ds, where s is the wheel hop amount.

[0149] Among them, F is the driving force F, and ratio0 is the transmission ratio at the intermediate position. This intermediate position refers to the design position or the optimized position, and can be understood as the state of the vehicle body height when the vehicle is in a stationary state as the design position.

[0150] This application determines the coordinates of point C, C(xC, yC, zC), according to the movement trajectory of the force transmission end point, and takes C(xC, yC, zC) and the coordinates of the force transmission starting point, F(xF, yF, zF), as the known input quantities. Combining the geometric relationship between the above geometric feature parameters and the key points of the link transmission, the relationship between the geometric feature parameters and the objective function is determined; based on the value range corresponding to the geometric feature parameters and the above genetic algorithm optimization process, the geometric feature parameters are optimized. The values of the geometric feature parameters corresponding to the minimum value of the objective function have been obtained.

[0151] Among them, the value range of the geometric feature parameters can be set according to factors such as chassis space limitations, and this application does not make any limitations. For example: the range of α is 0 - 30°; the range of h is 130 - 180mm; 100 ≤ L ≤ 300; 60° ≤ β ≤ 90°.

[0152] Under the limited three-dimensional space constraints of the chassis in the X / Y / Z directions, this application proposes an active suspension design method that combines the K&C characteristics of the suspension to optimize the transmission efficiency. Starting from the comprehensive consideration of the layout space, handling stability, and ride comfort balance, this method combines the K&C characteristics of the suspension and the forces acting on the suspension to propose a complete process for the optimal design of the active suspension, providing a solution for the system decomposition of the vehicle performance direction; based on the limited space constraints, determine the layout scheme of the actuator + L-shaped space anisotropic link mechanism; comprehensively consider the K&C characteristics of the suspension and the forces acting on the suspension rods, and optimize the parameters based on the genetic algorithm with the transmission efficiency as the goal, so as to design the geometric characteristics of the space link, further optimize the performance of the active suspension, lay an excellent mechanical foundation for the subsequent active suspension control, and reduce the non-linear influence of the active suspension.

[0153] On the basis of the above embodiments, after obtaining the optimized values of the geometric feature parameters, update the active suspension model based on the optimized values of the geometric feature parameters, such as the ADMAS model of the active suspension, and obtain the transmission efficiency curve through the simulation of this model to verify the optimization effect of the active suspension. As Figure 10 shown, for the transmission efficiency curves of the active suspension before and after optimization, it can be seen from Figure 10 this that at the middle position, the transmission efficiency increases by 0.005 compared with that before optimization, and the fluctuation is reduced by 1 time. Therefore, after the active suspension is optimized, its performance is further improved.

[0154] In summary, the active suspension optimization method for vehicles proposed in this application determines the force transmission indexes of the active suspension by analyzing the force transmission of the transmission mechanism in the active suspension, constructs the objective function comprehensively according to these force transmission indexes. In addition, according to the determined K&C characteristic indexes, the target motion trajectories of the force transmission points on the transmission mechanism are screened out; taking the objective function as the optimization goal, and using the target motion trajectory of the force transmission end point and the coordinates of the force transmission starting point as the known basic data, optimize the geometric feature parameters of the active suspension to obtain the geometric feature parameter values corresponding to the optimal value of the objective function, so as to optimize the geometric features of the active suspension model with these geometric feature parameter values as a reference. This method realizes the balanced design of space layout, vehicle handling stability, and ride comfort, provides an optimized design scheme for the parameter design and matching of the active suspension, and improves the development and design level; this method can obtain the required optimal parameter values, making the active suspension have high transmission efficiency, laying an excellent mechanical foundation for the subsequent active suspension control, and at the same time being able to reduce the bending moment on the shock absorber, thereby reducing the friction force of the shock absorber, ensuring the reliability of the parts and improving the vehicle performance.

[0155] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The order of execution of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of this application.

[0156] Figure 11 It is a block diagram of an active suspension optimization device for a vehicle shown according to an exemplary embodiment of the present application. As Figure 11 shown, the device 1100 includes: an index determination module 1101, an objective function construction module 1102, a data acquisition module 1103, and a parameter optimization module 1104.

[0157] The index determination module 1101 is configured to perform a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension;

[0158] The objective function construction module 1102 is configured to construct an objective function based on the force transmission index;

[0159] The data acquisition module 1103 is configured to determine the K&C characteristic index of the active suspension, and use the K&C characteristic index as a constraint condition to determine the target motion trajectory of the force transmission end point on the transmission mechanism;

[0160] The parameter optimization module 1104 is configured to optimize the geometric characteristic parameters of the transmission mechanism according to the target motion trajectory of the force transmission end point, the coordinates of the force transmission start point, and the objective function, and obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, so as to optimize the active suspension according to the geometric characteristic parameter values corresponding to the optimal value.

[0161] In the embodiment of the present application, the force transmission index includes a transmission index and a suspension force index. The objective function construction module is further configured to:

[0162] Analyze the work done by the transmission mechanism at the force transmission start point and the work done at the force transmission end point based on the spatial link corresponding to the transmission mechanism, so as to determine the transmission index;

[0163] Analyze the force on the shock absorber in the direction perpendicular to the shock absorber barrel based on the spatial link to determine the suspension force index.

[0164] In the embodiment of the present application, the connection point between the actuator and the rocker arm in the transmission mechanism is used as the force transmission start point, and the connection point between the pull rod and the shock absorber in the transmission mechanism is used as the force transmission end point;

[0165] The objective function construction module is further configured to:

[0166] Analyze the work done by the output torque of the actuator in the transmission mechanism and the work done by the force transmitted to the shock absorber on the equivalent mass based on the spatial link corresponding to the transmission mechanism, and determine the transmission index;

[0167] The equivalent mass is the preset vehicle body mass borne by the active suspension.

[0168] In the embodiment of the present application, the data acquisition module is further configured to:

[0169] Conduct wheel hop simulation and wheel force simulation on the active suspension model to obtain the values of the K&C characteristic indexes and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism;

[0170] Based on the values of the K&C characteristic indexes, determine the target motion trajectory of the connection point between the tie rod and the shock absorber from the motion trajectory of the connection point between the tie rod and the shock absorber.

[0171] In the embodiment of the present application, the parameter optimization module is further configured to:

[0172] Analyze the geometric motion of the spatial link corresponding to the transmission mechanism during the operation of the active suspension, and determine the geometric characteristic parameters and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission;

[0173] Take the objective function as the fitness function in the genetic algorithm, and optimize the geometric characteristic parameters by the genetic algorithm according to the motion trajectory of the force transmission end point, the coordinates of the force transmission start point, and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission, so as to obtain the values of the geometric characteristic parameters corresponding to the optimal value of the objective function;

[0174] The key points of the link transmission include the force transmission start point, the force transmission end point, and the spatial position reference point from the tie rod to the actuator in the transmission mechanism.

[0175] In the embodiment of the present application, the spatial position reference point from the tie rod to the actuator is determined by the following method:

[0176] Take the foot of the perpendicular from the connection point between the tie rod and the rocker arm to the corresponding rod of the actuator as the spatial position reference point from the tie rod to the actuator.

[0177] In summary, the active suspension optimization device of the vehicle proposed in the present application determines the force transmission indexes of the active suspension by analyzing the force transmission of the transmission mechanism in the active suspension, constructs an objective function comprehensively according to these force transmission indexes. In addition, the target motion trajectory of the force transmission point on the transmission mechanism is screened according to the determined K&C characteristic indexes; taking the objective function as the optimization target, and using the target motion trajectory of the force transmission end point and the coordinates of the force transmission start point as the known basic data, optimize the geometric characteristic parameters of the active suspension to obtain the values of the geometric characteristic parameters corresponding to the optimal value of the objective function, so as to optimize the geometric characteristics of the active suspension model with these values of the geometric characteristic parameters as a reference. The present application optimizes the active suspension under the limited chassis X / Y / Z three-dimensional space constraints, combining the suspension K&C characteristics and the performance during force transmission, so as to further improve the performance of the active suspension, and the performance of the optimized active suspension is not restricted by the limited setting space.

[0178] To implement the above embodiments, an embodiment of the present application further provides a vehicle 1200, which includes an active suspension 1201 optimized based on the active suspension optimization method of the vehicle in the above embodiments.

[0179] In summary, the vehicle proposed in the present application is provided with an active suspension optimized through the following process: by performing a force transmission analysis on the transmission mechanism in the active suspension, determining the force transmission indexes of the active suspension, comprehensively constructing an objective function based on these force transmission indexes, and in addition, screening out the target motion trajectory of the force transmission point on the transmission mechanism according to the determined K&C characteristic indexes; using the objective function as the optimization target, using the target motion trajectory of the force transmission end point and the coordinates of the force transmission start point as the known basic data, optimizing the geometric characteristic parameters of the active suspension to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, and thus using these geometric characteristic parameter values as a reference to optimize the geometric characteristics of the active suspension model. The vehicle proposed in the present application is provided with an active suspension optimized by comprehensively considering the K&C characteristics and the suspension force under the limited chassis X / Y / Z three-dimensional space constraints, further improving the performance such as the handling stability and ride comfort of the vehicle, and enhancing the user experience.

[0180] To implement the above embodiments, an embodiment of the present application further provides an electronic device 1300, as Figure 13 shown, the electronic device 1300 may specifically include: a memory 1301, a processor 1302, and a computer program stored on the memory 1301 and executable on the processor 1302. When the processor 1302 executes the program, the steps of the active suspension optimization method of the vehicle shown in the above embodiments are implemented.

[0181] In summary, the electronic device proposed in the present application determines the force transmission indexes of the active suspension by performing a force transmission analysis on the transmission mechanism in the active suspension, comprehensively constructs an objective function based on these force transmission indexes, and in addition, screens out the target motion trajectory of the force transmission point on the transmission mechanism according to the determined K&C characteristic indexes; using the objective function as the optimization target, using the target motion trajectory of the force transmission end point and the coordinates of the force transmission start point as the known basic data, optimizing the geometric characteristic parameters of the active suspension to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, and thus using these geometric characteristic parameter values as a reference to optimize the geometric characteristics of the active suspension model. The present application optimizes the active suspension under the limited chassis X / Y / Z three-dimensional space constraints by combining the K&C characteristics of the suspension and the performance during force transmission, thereby further improving the performance of the active suspension.

[0182] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the embodiments provided in the present application can include non-volatile and / or volatile memories. Non-volatile memories can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memories can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0183] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0184] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. An active suspension optimization method for a vehicle, characterized in that, comprising: Performing a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension; Constructing an objective function based on the force transmission index; Determining the K&C characteristic index of the active suspension, using the K&C characteristic index as a constraint condition, and determining the target motion trajectory of the force transmission end point on the transmission mechanism; According to the target motion trajectory, the coordinates of the force transmission starting point, and the objective function, optimizing the geometric characteristic parameters of the transmission mechanism to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function, so as to optimize the active suspension according to the geometric characteristic parameter values corresponding to the optimal value.

2. The method according to claim 1, characterized in that, The force transmission index includes a transmission index and a suspension force index. The performing a force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension includes: Based on the spatial link corresponding to the transmission mechanism, analyzing the work done by the transmission mechanism at the force transmission starting point and the work done at the force transmission end point to determine the transmission index; Based on the spatial link, analyzing the force on the shock absorber in the direction perpendicular to the shock absorber barrel to determine the suspension force index.

3. The method according to claim 2, characterized in that, The connection point between the actuator and the rocker arm in the transmission mechanism is used as the force transmission starting point, and the connection point between the tie rod and the shock absorber in the transmission mechanism is used as the force transmission end point; The based on the spatial link corresponding to the transmission mechanism, analyzing the work done by the transmission mechanism at the force transmission starting point and the work done at the force transmission end point to determine the transmission index includes: Based on the spatial link corresponding to the transmission mechanism, analyzing the work done by the output torque of the actuator in the transmission mechanism and the work done by the force transmitted to the shock absorber on the equivalent mass to determine the transmission index; The equivalent mass is the preset vehicle body mass borne by the active suspension.

4. The method according to claim 1, characterized in that, The using the K&C characteristic index as a constraint condition to determine the target motion trajectory of the force transmission end point on the transmission mechanism includes: Performing a wheel bounce simulation and a wheel force simulation on the active suspension model to obtain the value of the K&C characteristic index and the motion trajectory of the connection point between the tie rod and the shock absorber in the transmission mechanism; Based on the value of the K&C characteristic index, determining the target motion trajectory of the connection point between the tie rod and the shock absorber from the motion trajectory of the connection point between the tie rod and the shock absorber.

5. The method according to claim 1, characterized in that, The according to the target motion trajectory, the coordinates of the force transmission starting point, and the objective function, optimizing the geometric characteristic parameters of the transmission mechanism to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function includes: During the analysis of the working process of the active suspension, determine the geometric motion of the spatial link corresponding to the transmission mechanism, and determine the geometric characteristic parameters and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission. Take the objective function as the fitness function in the genetic algorithm. According to the target motion trajectory of the force transmission end point, the coordinates of the force transmission start point, and the geometric relationship between the geometric characteristic parameters and the key points of the link transmission, optimize the geometric characteristic parameters by the genetic algorithm to obtain the geometric characteristic parameter values corresponding to the optimal value of the objective function. The key points of the link transmission include the force transmission start point, the force transmission end point, and the spatial position reference point from the tie rod to the actuator in the transmission mechanism.

6. The method according to claim 5, wherein, the spatial position reference point from the tie rod to the actuator is determined by the following method: Take the foot of the perpendicular from the connection point between the tie rod and the rocker arm to the corresponding rod of the actuator as the spatial position reference point from the tie rod to the actuator.

7. An active suspension optimization device for a vehicle, wherein, comprising: An index determination module for performing force transmission analysis on the transmission mechanism in the active suspension to determine the force transmission index of the active suspension. An objective function construction module for constructing an objective function based on the force transmission index. A data acquisition module for determining the K&C characteristic index of the active suspension, taking the K&C characteristic index as a constraint condition, and determining the target motion trajectory of the force transmission end point on the transmission mechanism. A parameter optimization module for optimizing the geometric characteristic parameters of the transmission mechanism according to the target motion trajectory of the force transmission end point, the coordinates of the force transmission start point, and the objective function, obtaining the geometric characteristic parameter values corresponding to the optimal value of the objective function, and optimizing the active suspension according to the geometric characteristic parameter values corresponding to the optimal value.

8. A vehicle, wherein, it includes an active suspension optimized by the active suspension optimization method of the vehicle according to any one of claims 1-6.

9. An electronic device includes a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein, when the processor executes the computer program, the steps of the active suspension optimization method of the vehicle according to any one of claims 1-6 are implemented.

10. A computer-readable storage medium, on which a computer program is stored, wherein, when the program is executed by the processor, the steps of the active suspension optimization method of the vehicle according to any one of claims 1-6 are implemented.

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