Vehicle body attachment point dynamic stiffness optimization method, device and equipment and readable storage medium

Abstract

According to the vehicle body attachment point dynamic stiffness optimization method, device and equipment and the readable storage medium, a plurality of attachment points are selected at intervals in the length direction of a bushing cantilever, a length-dynamic stiffness mapping relation is established, and the method utilizes modal frequency response analysis to extract acceleration or velocity displacement response in a frequency sweeping range; the influence of the length of the bushing cantilever on the local rigidity is quantified, the bushing invalid spacing of the bushing cantilever is reversely adjusted based on the influence correspondence table, the length of the bushing cantilever is controlled, and the dynamic rigidity of the attachment point of the vehicle body can be simulated and analyzed by controlling the key index of the length of the bushing cantilever. The basic dynamic stiffness value of the bushing cantilever is ensured to meet the design requirement, the simulation analysis efficiency is greatly improved, a large amount of optimization work content after simulation analysis is avoided, the development period is shortened, and meanwhile the structure weight and cost can be reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle body attachment point dynamic stiffness optimization, and specifically to a vehicle body attachment point dynamic stiffness optimization method, device, equipment and readable storage medium. Background Art

[0002] Dynamic stiffness analysis of the vehicle body examines its attachment points. These are the locations where the vehicle body connects flexibly to the suspension system or drivetrain. Examples include mounts, rubber bushings, and rubber hangers. The stiffness of these flexible connections is significantly lower than that of the adjacent structures, disrupting the transmission of vibrations. This allows us to disconnect these flexible connections and isolate the vehicle body for independent study. Each attachment point represents the point of action for excitation.

[0003] In related technologies, the dynamic stiffness of the vehicle body attachment point is an important control indicator for the development of the NVH performance of the entire vehicle. The dynamic stiffness value of the attachment point is required to be greater than or equal to the set target value. Before conducting the dynamic stiffness analysis of the attachment point, designers usually tend to ignore the direct impact of the bushing cantilever length on the dynamic stiffness of the attachment point. Summary of the Invention

[0004] The present application provides a method, device, equipment and readable storage medium for optimizing the dynamic stiffness of the vehicle body attachment point, which can solve the technical problem existing in the related art that before carrying out the dynamic stiffness analysis of the attachment point, designers usually tend to ignore the direct impact of the bushing cantilever length on the dynamic stiffness of the attachment point, resulting in low efficiency of simulation analysis.

[0005] In a first aspect, an embodiment of the present application provides a method for optimizing the dynamic stiffness of a vehicle body attachment point based on a bushing cantilever length. The method for optimizing the dynamic stiffness of a vehicle body attachment point based on a bushing cantilever length includes:

[0006] Based on the simulation analysis software, multiple attachment points are selected at intervals along the length direction of the bushing cantilever, and the dynamic stiffness at each attachment point is calculated to obtain a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point;

[0007] Based on the corresponding table of the influence of bushing cantilever length on the dynamic stiffness of the attachment point, the bushing invalid spacing of the bushing cantilever is adjusted to make the dynamic stiffness of the attachment point meet the design requirements.

[0008] In conjunction with the first aspect, in one embodiment, adjusting the bushing invalid spacing of the bushing cantilever based on the influence correspondence table of the bushing cantilever length on the attachment point dynamic stiffness so that the attachment point dynamic stiffness meets the design requirements includes:

[0009] If the bushing is in a radial cantilever arrangement, the bushing ineffective spacing of the bushing cantilever is calculated based on the initial length of the bushing cantilever, the bushing radius and the bushing dynamic spacing;

[0010] On the basis of ensuring that the bushing radius and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

[0011] In combination with the first aspect, in one embodiment, the table of the influence of bushing cantilever length on the attachment point dynamic stiffness is used to adjust the bushing invalid spacing of the bushing cantilever so that the axial cantilever arrangement stiffness of the attachment point dynamic bushing meets the design requirements, including:

[0012] If the bushing is arranged in the form of bushing axial cantilever, the bushing ineffective spacing of the bushing cantilever is calculated based on the initial length of the bushing cantilever, the bushing width and the bushing dynamic spacing;

[0013] On the basis of ensuring that the bushing width and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

[0014] In combination with the first aspect, in one embodiment, if the bushing is arranged in an embedded manner, the change in the bushing ineffective spacing of the bushing cantilever is zero, and there is no need to adjust the bushing ineffective spacing of the bushing cantilever, and the dynamic stiffness value of the attachment point is the highest.

[0015] In combination with the first aspect, in one embodiment, adjusting the bushing ineffective spacing of the bushing cantilever includes:

[0016] Adjust the installation plane position of the bushing cantilever to adjust the bushing invalid spacing of the bushing cantilever.

[0017] In combination with the first aspect, in one embodiment, adjusting the bushing ineffective spacing of the bushing cantilever includes:

[0018] Adjust the bushing dead space of the bushing cantilever by adjusting the bushing attachment point location.

[0019] In conjunction with the first aspect, in one embodiment, the simulation analysis software is based on selecting multiple attachment points at intervals along the length direction of the bushing cantilever, calculating the dynamic stiffness at the multiple attachment points, and obtaining a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment points, including:

[0020] Based on the simulation analysis software, the finite element modeling of the body-in-white and bushing cantilever was completed;

[0021] Multiple attachment points are selected at intervals along the length direction of the bushing cantilever, and a unit simple harmonic excitation force is applied to the attachment point. At the same time, the point is used as the response point, and the acceleration or velocity response of the point within the input frequency range is measured. The dynamic stiffness at multiple attachment points is calculated, and a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is established.

[0022] In a second aspect, an embodiment of the present application provides a vehicle body attachment point dynamic stiffness optimization device, the vehicle body attachment point dynamic stiffness optimization device comprising:

[0023] A simulation analysis and data generation module is used to select multiple attachment points at intervals along the length direction of the bushing cantilever based on the simulation analysis software, calculate the dynamic stiffness at each of the multiple attachment points, and obtain a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment points;

[0024] The structural optimization and control module is used to adjust the bushing invalid spacing of the bushing cantilever based on the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point, so that the dynamic stiffness of the attachment point meets the design requirements.

[0025] In a third aspect, an embodiment of the present application provides a vehicle body attachment point dynamic stiffness optimization device, which includes a processor, a memory, and a vehicle body attachment point dynamic stiffness optimization program stored in the memory and executable by the processor, wherein when the vehicle body attachment point dynamic stiffness optimization program is executed by the processor, the steps of the vehicle body attachment point dynamic stiffness optimization method based on the bushing cantilever length as described in some of the above embodiments are implemented.

[0026] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a vehicle body attachment point dynamic stiffness optimization program is stored. When the vehicle body attachment point dynamic stiffness optimization program is executed by a processor, the steps of the vehicle body attachment point dynamic stiffness optimization method based on the bushing cantilever length as described in some of the above embodiments are implemented.

[0027] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0028] By selecting multiple attachment points at intervals along the length direction of the bushing cantilever and establishing a length-dynamic stiffness mapping relationship, this method uses modal frequency response analysis to extract the acceleration or velocity displacement response within the frequency sweep range, quantify the influence of the bushing cantilever length on the local stiffness, and based on the influence correspondence table, reversely adjust the bushing invalid spacing of the bushing cantilever to control the bushing cantilever length. By controlling the key indicator of the bushing cantilever length, it is possible to ensure that the basic dynamic stiffness value of the bushing cantilever meets the design requirements before conducting the dynamic stiffness simulation analysis of the vehicle body attachment point, greatly improving the simulation analysis efficiency, avoiding a large amount of optimization work after the simulation analysis, shortening the development cycle, and at the same time helping to reduce structural weight and cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a flow chart of an embodiment of a method for optimizing the dynamic stiffness of a vehicle body attachment point based on bushing cantilever length according to the present application;

[0030] Figure 2 This is a schematic diagram of a bushing in the present application in a radial cantilever arrangement;

[0031] Figure 3 This is a schematic diagram of the bushing in the present application in the form of a bushing axial cantilever arrangement;

[0032] Figure 4 This is a schematic diagram of the bushing in the present application in the form of a bushing-embedded cantilever arrangement;

[0033] Figure 5 A schematic diagram of the selection of multiple attachment points of the bushing cantilever along its own length in this application;

[0034] Figure 6 Schematic diagram of the hardware structure of the vehicle body attachment point dynamic stiffness optimization device involved in the embodiment of the present application.

[0035] In the figure: 1. Mounting plane; 2. Attachment point; 3. Bushing cantilever; 4. Leaf spring; 5. Body in white; 6. Bushing. DETAILED DESCRIPTION

[0036] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0037] It's important to understand that dynamic stiffness analysis of a vehicle body examines its attachment points. These are the locations where the vehicle body connects flexibly to the suspension system or drivetrain. Examples include mounts, rubber bushings, and rubber hangers. The stiffness of these flexible connections is significantly lower than that of the adjacent structures, disrupting the transmission of vibrations. This allows us to disconnect these flexible connections and isolate the vehicle body for independent study. Each attachment point represents the point of action for excitation.

[0038] Among them, the dynamic stiffness of the vehicle body attachment point is an important control indicator for the development of the NVH performance of the entire vehicle. The dynamic stiffness value of the attachment point is required to be greater than or equal to the set target value. Before conducting the dynamic stiffness analysis of the attachment point, designers usually tend to ignore the direct impact of the bushing cantilever length on the dynamic stiffness of the attachment point.

[0039] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0040] In a first aspect, an embodiment of the present application provides a method for optimizing the dynamic stiffness of a vehicle body attachment point based on the bushing cantilever length.

[0041] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length. Figure 1 As shown in Figure 2, the optimization method for the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length includes:

[0042] S100: Based on the simulation analysis software, multiple attachment points 2 are selected at intervals along the length direction of the bushing cantilever 3, and the dynamic stiffness at the multiple attachment points 2 is calculated respectively to obtain a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment points;

[0043] S200: Based on the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point, adjust the bushing invalid spacing of the bushing cantilever 3 so that the dynamic stiffness of the attachment point meets the design requirements.

[0044] In this embodiment, Figure 5 As shown, a length-dynamic stiffness mapping relationship is established by selecting multiple attachment points 2 at intervals in the length direction of the bushing cantilever. This method utilizes modal frequency response analysis to extract the acceleration or velocity displacement response within the frequency sweep range, quantifies the influence of the bushing cantilever length on the local stiffness, and reversely adjusts the bushing invalid spacing of the bushing cantilever 3 based on the influence correspondence table to control the bushing cantilever length. By controlling the key indicator of the bushing cantilever length, it is possible to ensure that the basic dynamic stiffness value of the bushing cantilever 3 meets the design requirements before conducting the dynamic stiffness simulation analysis of the vehicle body attachment point, thereby greatly improving the efficiency of the simulation analysis, avoiding a large amount of optimization work after the simulation analysis, shortening the development cycle, and at the same time helping to reduce the structural weight and cost.

[0045] Furthermore, in one embodiment, in S200, the following steps are included:

[0046] S200-1: If the bushing 6 is arranged in a radial cantilever configuration, the bushing ineffective spacing of the bushing cantilever 3 is calculated based on the initial length of the bushing cantilever 3, the bushing radius, and the bushing dynamic spacing;

[0047] S200-2: On the basis of ensuring that the bushing radius and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever 3 so that the dynamic stiffness of the attachment point meets the design requirements.

[0048] In this embodiment, Figure 2 As shown in the figure, when the bushing 6 adopts a radial cantilever arrangement, the bushing 6 is installed on the side wall of the bushing cantilever 3 and connected to the leaf spring 4. It is necessary to combine the initial cantilever length H, the bushing radius r1 and the dynamic spacing h2 to deduce the ineffective spacing h3 through geometric relationships. The calculation formula is:

[0049] H=r1+h2+h3

[0050] Among them, based on the influence correspondence table generated by S100, under the constraints of keeping the bushing radius r1 and dynamic spacing h2 unchanged, the change in the invalid spacing h3 is iteratively adjusted to ensure that the dynamic stiffness of the attachment point meets the design requirements. Before conducting the dynamic stiffness simulation analysis of the vehicle body attachment point, it can ensure that the basic dynamic stiffness value of the bushing cantilever 3 meets the design requirements, greatly improving the efficiency of the simulation analysis, avoiding a large amount of optimization work after the simulation analysis, shortening the development cycle, and at the same time helping to reduce structural weight and cost.

[0051] Furthermore, in one embodiment, in S200, the following steps are included:

[0052] S200-3: If the bushing 6 is arranged in a bushing axial cantilever configuration, then based on the initial length of the bushing cantilever 3, the bushing width, and the bushing dynamic spacing, calculate the bushing ineffective spacing of the bushing cantilever 3;

[0053] S200-4: On the basis of ensuring that the bushing width and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever 3 so that the dynamic stiffness of the attachment point meets the design requirements.

[0054] In this embodiment, Figure 3 As shown in FIG, when the bushing 6 adopts an axial cantilever arrangement, it is necessary to combine the initial cantilever length H, the bushing width d1 and the dynamic spacing h2 to deduce the ineffective spacing h3 through geometric relationships. The calculation formula is:

[0055] H=d1+h2+h3

[0056] Among them, based on the influence correspondence table generated by S100, under the constraints of keeping the bushing width d1 and dynamic spacing h unchanged, the change in the invalid spacing h3 is iteratively adjusted to ensure that the dynamic stiffness of the attachment point meets the design requirements. Before conducting the dynamic stiffness simulation analysis of the vehicle body attachment point, it can ensure that the basic dynamic stiffness value of the bushing cantilever 3 meets the design requirements, greatly improving the efficiency of the simulation analysis, avoiding a large amount of optimization work after the simulation analysis, shortening the development cycle, and at the same time helping to reduce structural weight and cost.

[0057] Furthermore, in one embodiment, in S200, the following steps are included:

[0058] S200-5: If the bushing 6 is arranged in an embedded manner, the change in the bushing ineffective spacing of the bushing cantilever 3 is zero, and there is no need to adjust the bushing ineffective spacing of the bushing cantilever 3. The dynamic stiffness value of the attachment point is the highest.

[0059] In this embodiment, Figure 4 As shown, the embedded bushing 6 is completely wrapped in the body-in-white 5 skeleton, eliminating the cantilever effect, and its ineffective spacing is equal to zero. Since the load transfer path is completely realized through the radial stiffness of the bushing, there is no cantilever deformation area, so there is no need to adjust the bushing ineffective spacing of the bushing cantilever 3, and its attachment point dynamic stiffness value is the highest.

[0060] Furthermore, in one embodiment, S200 - 1 , S200 - 2 and S200 - 3 , S200 - 4 and S200 - 5 are in a parallel relationship, without distinction as to the specific order.

[0061] Furthermore, in one embodiment, in S200, the following steps are included:

[0062] S200-6: Adjust the position of the installation plane 1 of the bushing cantilever 3 to adjust the bushing invalid spacing of the bushing cantilever 3.

[0063] In this embodiment, Figure 2 As shown, by adjusting the installation plane 1 of the bushing cantilever 3 to move up or down along the vehicle body height direction, the bushing invalid spacing of the bushing cantilever 3 can be adjusted to make the attachment point dynamic stiffness meet the design requirements; or as shown in FIG. Figure 3 As shown, by adjusting the position of the mounting plane 1 of the bushing cantilever 3 to the left or right along the width direction of the vehicle body, the change of the bushing invalid spacing of the bushing cantilever 3 can be adjusted, so that the dynamic stiffness of the attachment point meets the design requirements.

[0064] Furthermore, in one embodiment, in S200, the following steps are included:

[0065] S200-7: Adjust the position of the attachment point 2 of the bushing 6 to adjust the bushing ineffective spacing of the bushing cantilever 3.

[0066] In this embodiment, Figure 2 As shown, by adjusting the attachment point 2 of the bushing 6 to move up or down along the vehicle body height direction, the bushing ineffective spacing of the bushing cantilever 3 can be adjusted to make the attachment point dynamic stiffness meet the design requirements; or as shown in FIG. Figure 3 As shown, by adjusting the attachment point 2 of the bushing 6 to the left or right along the width direction of the vehicle body, the bushing invalid spacing of the bushing cantilever 3 can be adjusted to make the dynamic stiffness of the attachment point meet the design requirements.

[0067] Furthermore, in one embodiment, S200 - 6 and S200 - 7 are in a parallel relationship, regardless of the specific order.

[0068] Furthermore, in one embodiment, in S100, the following steps are included:

[0069] S100-1: Complete finite element modeling of the body-in-white 5 and bushing cantilever 3 using simulation analysis software;

[0070] S100-2: Select multiple attachment points 2 at intervals along the length direction of the bushing cantilever 3, load a unit simple harmonic excitation force at the attachment point 2, and use the point as a response point. Measure the acceleration or velocity response of the point within the input frequency range, calculate the dynamic stiffness at the multiple attachment points 2, and establish a corresponding table for the influence of the bushing cantilever length on the dynamic stiffness of the attachment point.

[0071] In this embodiment, the CATIA digital model of the body-in-white 5 is imported into the hypermesh simulation analysis software to complete the finite element modeling of the body-in-white 5. The model includes the body-in-white 5 and the bushing cantilever 3. Unit simple harmonic excitation is loaded at multiple attachment points 2 of the bushing cantilever 3. The analysis working condition is set, the header file is output, the solver calculation is submitted, the acceleration response of the attachment point 2 is output, and post-processing is performed to calculate the dynamic stiffness of the attachment point, and a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is obtained.

[0072] Among them, such as Figure 5 As shown, the attachment point 2 is selected based on the principle of equal spacing distribution (5-7 test points are recommended). The calculation formula for the dynamic stiffness of the attachment point is as follows:

[0073]

[0074] Where: f is frequency; IPI is acceleration admittance; K d is the dynamic stiffness;

[0075] The dynamic stiffness results of the attachment point 2 at different positions of the bushing cantilever length are shown in Table 1 below;

[0076]

[0077] Table 1

[0078] Therefore, it can be seen that as the length of the bushing cantilever 3 decreases, the dynamic stiffness of its attachment point increases linearly and significantly. Through the above analysis, the following conclusion can be drawn: under the same structure, the shorter the length of the bushing cantilever 3, the higher the dynamic stiffness value of the attachment point, which is more conducive to achieving the set target value.

[0079] In the second aspect, an embodiment of the present application also provides a vehicle body attachment point dynamic stiffness optimization device, which includes: a simulation analysis and data generation module, which is used to select multiple attachment points at intervals in the length direction of the bushing cantilever based on the simulation analysis software, calculate the dynamic stiffness at multiple attachment points respectively, and obtain a corresponding table of the influence of the bushing cantilever length on the attachment point dynamic stiffness; a structural optimization and control module, which is used to adjust the bushing invalid spacing of the bushing cantilever based on the corresponding table of the influence of the bushing cantilever length on the attachment point dynamic stiffness, so that the attachment point dynamic stiffness meets the design requirements.

[0080] Furthermore, in one embodiment, the structural optimization and control module is also used to calculate the bushing invalid spacing of the bushing cantilever based on the initial length of the bushing cantilever, the bushing radius and the bushing dynamic spacing if the bushing is in the form of a bushing radial cantilever arrangement; on the basis of ensuring that the bushing radius and the bushing dynamic spacing remain unchanged, the influence correspondence table of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

[0081] Furthermore, in one embodiment, the structural optimization and control module is further configured to calculate the bushing ineffective spacing of the bushing cantilever based on the bushing cantilever initial length, bushing width, and bushing dynamic spacing if the bushing is in a bushing axial cantilever arrangement;

[0082] On the basis of ensuring that the bushing width and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

[0083] Furthermore, in one embodiment, the structural optimization and control module is also used to: if the bushing is in an embedded bushing arrangement, the change in the bushing invalid spacing of the bushing cantilever is zero, and there is no need to adjust the bushing invalid spacing of the bushing cantilever, and its attachment point dynamic stiffness value is the highest.

[0084] Furthermore, in one embodiment, the structure optimization and control module is also used to adjust the position of the attachment point of the bushing, thereby adjusting the bushing ineffective spacing of the bushing cantilever.

[0085] Furthermore, in one embodiment, the structure optimization and control module is also used to adjust the position of the attachment point of the bushing, thereby adjusting the bushing ineffective spacing of the bushing cantilever.

[0086] Furthermore, in one embodiment, the simulation analysis and data generation module is also used to complete the finite element modeling of the body-in-white and the bushing cantilever based on the simulation analysis software; multiple attachment points are selected at intervals in the length direction of the bushing cantilever, and a unit simple harmonic excitation force is loaded at the attachment point. At the same time, the point is used as a response point, and the acceleration or velocity response of the point within the input frequency range is measured, and the dynamic stiffness at the multiple attachment points is calculated, and a correspondence table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is established.

[0087] In a third aspect, an embodiment of the present application provides a vehicle body attachment point dynamic stiffness optimization device, which may be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0088] Reference Figure 6 , Figure 6 Schematic diagram of the hardware structure of the vehicle body attachment point dynamic stiffness optimization device involved in the embodiment of the present application. In the embodiment of the present application, the vehicle body attachment point dynamic stiffness optimization device may include a processor, a memory, a communication interface, and a communication bus.

[0089] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0090] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, used to interconnect components within the vehicle body attachment point dynamic stiffness optimization device, as well as interfaces used to interconnect the vehicle body attachment point dynamic stiffness optimization device with other devices (such as other computing devices or user devices). Physical interfaces can be Ethernet, fiber optic, or ATM interfaces; user devices can be displays, keyboards, and other devices.

[0091] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0092] The processor can be a general-purpose processor that can invoke a vehicle body attachment point dynamic stiffness optimization program stored in memory and execute the vehicle body attachment point dynamic stiffness optimization method based on bushing cantilever length provided in embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle body attachment point dynamic stiffness optimization program is invoked can be referenced to the various embodiments of the vehicle body attachment point dynamic stiffness optimization method based on bushing cantilever length provided in the present application and will not be further described here.

[0093] Those skilled in the art will understand that Figure 6 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0094] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0095] The readable storage medium of the present application stores a vehicle body attachment point dynamic stiffness optimization program, wherein when the vehicle body attachment point dynamic stiffness optimization program is executed by a processor, the steps of the vehicle body attachment point dynamic stiffness optimization method based on bushing cantilever length as described above are implemented.

[0096] Among them, the method implemented when the vehicle body attachment point dynamic stiffness optimization program is executed can refer to the various embodiments of the vehicle body attachment point dynamic stiffness optimization method based on the bushing cantilever length of the present application, and will not be repeated here.

[0097] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0098] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0099] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0100] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0101] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0102] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0103] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length, characterized in that: The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length includes: Based on the simulation analysis software, multiple attachment points are selected at intervals along the length direction of the bushing cantilever, and the dynamic stiffness at each attachment point is calculated to obtain a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point; Based on the corresponding table of the influence of bushing cantilever length on the dynamic stiffness of the attachment point, the bushing invalid spacing of the bushing cantilever is adjusted to make the dynamic stiffness of the attachment point meet the design requirements.

2. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: The table of the influence of bushing cantilever length on the dynamic stiffness of the attachment point is used to adjust the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements, including: If the bushing is in a radial cantilever arrangement, the bushing ineffective spacing of the bushing cantilever is calculated based on the initial length of the bushing cantilever, the bushing radius and the bushing dynamic spacing; On the basis of ensuring that the bushing radius and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

3. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: The above-mentioned table of the influence of bushing cantilever length on the attachment point dynamic stiffness is used to adjust the bushing invalid spacing of the bushing cantilever so that the axial cantilever arrangement stiffness of the attachment point dynamic bushing meets the design requirements, including: If the bushing is arranged in the form of bushing axial cantilever, the bushing ineffective spacing of the bushing cantilever is calculated based on the initial length of the bushing cantilever, the bushing width and the bushing dynamic spacing; On the basis of ensuring that the bushing width and the bushing dynamic spacing remain unchanged, the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is used to dynamically adjust the change in the bushing invalid spacing of the bushing cantilever so that the dynamic stiffness of the attachment point meets the design requirements.

4. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: If the bushing is arranged in an embedded manner, the change in the bushing void spacing of the bushing cantilever is zero, and there is no need to adjust the bushing void spacing of the bushing cantilever, and the dynamic stiffness value of the attachment point is the highest.

5. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: The method of adjusting the bushing invalid spacing of the bushing cantilever comprises: Adjust the installation plane position of the bushing cantilever to adjust the bushing invalid spacing of the bushing cantilever.

6. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: The method of adjusting the bushing invalid spacing of the bushing cantilever comprises: Adjust the bushing dead space of the bushing cantilever by adjusting the bushing attachment point location.

7. The method for optimizing the dynamic stiffness of the vehicle body attachment point based on the bushing cantilever length according to claim 1, wherein: In the simulation analysis software, multiple attachment points are selected at intervals along the length direction of the bushing cantilever, and the dynamic stiffness at the multiple attachment points is calculated respectively. A corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment points is obtained, including: Based on the simulation analysis software, the finite element modeling of the body-in-white and bushing cantilever was completed; Multiple attachment points are selected at intervals along the length direction of the bushing cantilever, and a unit simple harmonic excitation force is applied to the attachment point. At the same time, the point is used as the response point, and the acceleration or velocity response of the point within the input frequency range is measured. The dynamic stiffness at multiple attachment points is calculated, and a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point is established.

8. A vehicle body attachment point dynamic stiffness optimization device, characterized in that: The vehicle body attachment point dynamic stiffness optimization device comprises: A simulation analysis and data generation module is used to select multiple attachment points at intervals along the length direction of the bushing cantilever based on the simulation analysis software, calculate the dynamic stiffness at each of the multiple attachment points, and obtain a corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment points; The structural optimization and control module is used to adjust the bushing invalid spacing of the bushing cantilever based on the corresponding table of the influence of the bushing cantilever length on the dynamic stiffness of the attachment point, so that the dynamic stiffness of the attachment point meets the design requirements.

9. A vehicle body attachment point dynamic stiffness optimization device, characterized in that: The vehicle body attachment point dynamic stiffness optimization device includes a processor, a memory, and a vehicle body attachment point dynamic stiffness optimization program stored in the memory and executable by the processor, wherein when the vehicle body attachment point dynamic stiffness optimization program is executed by the processor, the steps of the vehicle body attachment point dynamic stiffness optimization method based on the bushing cantilever length as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a vehicle body attachment point dynamic stiffness optimization program, wherein when the vehicle body attachment point dynamic stiffness optimization program is executed by a processor, the steps of the vehicle body attachment point dynamic stiffness optimization method based on bushing cantilever length as described in any one of claims 1 to 7 are implemented.

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