Method and device for calculating suspension modal decoupling rate and electronic equipment

Abstract

The invention provides a suspension modal decoupling rate calculation method and device and electronic equipment, and relates to the technical field of automobile performance development, and the method comprises the steps: receiving related parameters inputted by a user through a pre-configured graphical user interface; the related parameters comprise a quality attribute parameter of the power assembly system and rigidity and position parameters of each suspension; taking the related parameters as input, and calling a preset callback function in the target environment; the callback function is used for constructing a dynamic model of the power assembly system and solving a modal shape of the dynamic model, and calculating total kinetic energy of the power assembly system and distribution kinetic energy of a specified degree of freedom based on the modal shape; and on the basis of the total kinetic energy and the distribution kinetic energy output by the callback function, the suspension modal decoupling rate of the specified degree of freedom is obtained through calculation. According to the method, the technical problems of low efficiency and low accuracy when the suspension modal decoupling rate is calculated through multi-body dynamics simulation software in the prior art are solved.

Description

Technical Field

[0001] This invention relates to the field of automotive performance development technology, and in particular to a method, apparatus, and electronic device for calculating the suspension modal decoupling rate. Background Technology

[0002] In the development of automotive powertrain mounting systems, modal analysis and calculation of the decoupling rate are crucial steps in evaluating and optimizing NVH (Noise, Vibration and Harshness) performance. A high decoupling rate means that the vibration energy of the powertrain is more concentrated in a specific direction, facilitating vibration isolation and representing an important design goal for improving overall vehicle comfort.

[0003] Currently, the industry commonly uses multibody dynamics simulation software (such as ADAMS) for analysis. However, this method has significant drawbacks: whenever analyzing different powertrain models or evaluating different suspension design schemes, even if the analysis logic is exactly the same, engineers need to repeatedly perform a large number of basic and repetitive operations in the software, such as geometric modeling, parameter definition, and constraint setting. This results in long design iteration cycles and severely restricts development efficiency.

[0004] Meanwhile, in multibody dynamics software, various parameters (such as mass properties, stiffness values, and installation coordinates) are usually scattered across different settings interfaces or input boxes. After inputting or modifying data, engineers find it difficult to perform intuitive and rapid centralized verification in a unified interface. This decentralized data management model is highly susceptible to incorrect parameter input and modification, and these errors are not easily detected in a timely manner, leading to incorrect simulation results, misleading design direction, and potentially causing rework costs after subsequent physical prototype production.

[0005] Therefore, there is an urgent need for a technical solution that can overcome the above-mentioned defects and achieve fast, accurate and reliable calculation of suspension decoupling rate. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a method, apparatus and electronic device for calculating the suspension modal decoupling rate, so as to solve the technical problems of low efficiency and low accuracy of the existing method for calculating the suspension modal decoupling rate by multibody dynamics simulation software.

[0007] In a first aspect, embodiments of the present invention provide a method for calculating the modal decoupling rate of a suspension mount. The method includes: receiving relevant parameters input by a user through a pre-configured graphical user interface; the relevant parameters include mass attribute parameters of the powertrain system and stiffness and position parameters of each suspension mount; using the relevant parameters as input, calling a preset callback function in a target environment; the callback function is used to construct a dynamic model of the powertrain system and solve the mode shapes of the dynamic model, and calculate the total kinetic energy and the distributed kinetic energy of a specified degree of freedom of the powertrain system based on the mode shapes; and calculating the modal decoupling rate of the suspension mount for the specified degree of freedom based on the total kinetic energy and the distributed kinetic energy output by the callback function.

[0008] Secondly, embodiments of the present invention also provide a device for calculating the modal decoupling rate of a suspension mount. The device includes: a parameter receiving module, used to receive relevant parameters input by a user through a pre-configured graphical user interface; the relevant parameters include mass attribute parameters of the powertrain system and stiffness and position parameters of each suspension mount; a function calling module, used to take the relevant parameters as input and call a preset callback function in a target environment; the callback function is used to construct a dynamic model of the powertrain system and solve the mode shapes of the dynamic model, and calculate the total kinetic energy and the distributed kinetic energy of a specified degree of freedom of the powertrain system based on the mode shapes; and a decoupling rate calculation module, used to calculate the modal decoupling rate of the suspension mount for the specified degree of freedom based on the total kinetic energy and the distributed kinetic energy output by the callback function.

[0009] Thirdly, embodiments of the present invention also provide an electronic device, including a processor and a memory, wherein the memory stores computer-executable instructions executable by the processor, and the processor executes the computer-executable instructions to implement the method described in the first aspect.

[0010] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the method described in the first aspect.

[0011] Fifthly, embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0012] The method, apparatus, and electronic device for calculating the modal decoupling rate of a suspension mount provided in this invention receive relevant parameters input by the user through a pre-configured graphical user interface. These parameters include mass attribute parameters of the powertrain system and stiffness and position parameters of each suspension mount. Using these parameters as input, a preset callback function in the target environment is invoked. The callback function is used to construct a dynamic model of the powertrain system and solve for the mode shapes of this dynamic model. Based on the mode shapes, the total kinetic energy of the powertrain system and the distributed kinetic energy of a specified degree of freedom are calculated. Based on the total kinetic energy and distributed kinetic energy output by the callback function, the modal decoupling rate of the suspension mount for the specified degree of freedom is calculated. This invention solves the technical problems of low efficiency and low accuracy in calculating the modal decoupling rate of a suspension mount using existing multibody dynamics simulation software.

[0013] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0014] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0015] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 A flowchart illustrating the method for calculating the suspension mode decoupling rate provided in an embodiment of the present invention; Figure 2 Example diagram of a graphical user interface provided in an embodiment of the present invention; Figure 3 A schematic diagram illustrating a scenario for calculating the suspension modal decoupling rate provided in an embodiment of the present invention; Figure 4 A schematic diagram illustrating the process of constructing a stiffness matrix according to an embodiment of the present invention; Figure 5 A schematic diagram of the structure of the device for calculating the suspension mode decoupling rate provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Currently, the industry commonly uses multibody dynamics simulation software (such as ADAMS) for analysis. The conventional technical approach is as follows: First, based on parameters such as the powertrain's mass, moment of inertia, and the stiffness and position of the suspension, the corresponding three-dimensional geometry, constraints, and force elements are manually created in the software to construct a dynamic model of the powertrain-suspension system; then, simulation parameters are set, and modal analysis is performed; finally, the calculation results are extracted, and the decoupling rate of each mode is calculated manually or through a post-processing script based on the energy method.

[0019] However, the existing method has significant drawbacks: Firstly, the operation process is cumbersome and computationally inefficient: whenever analyzing different powertrain models or evaluating different suspension design schemes, even if the analysis logic is exactly the same, engineers need to repeatedly perform a large number of basic and repetitive operations in the software, such as geometric modeling, parameter definition, and constraint setting. This results in long design iteration cycles and severely restricts development efficiency.

[0020] Secondly, data management and verification are difficult and prone to human error: In multibody dynamics software, various parameters (such as mass properties, stiffness values, and installation coordinates) are usually scattered across different settings interfaces or input boxes. After inputting or modifying data, engineers find it difficult to perform intuitive and rapid centralized verification in a unified interface. This decentralized data management model is highly susceptible to incorrect parameter input and modification, and is not easily detected in a timely manner, leading to incorrect simulation results, misleading design direction, and potentially causing rework costs after subsequent physical prototype production.

[0021] Based on this, the present invention provides a method, apparatus, and electronic device for calculating the suspension modal decoupling rate. This device can receive relevant parameters input by the user through a pre-configured graphical user interface, input the relevant parameters into a callback function, and then calculate the suspension modal decoupling rate of a specified degree of freedom based on the total kinetic energy and distributed kinetic energy output by the callback function. This improves the calculation efficiency and accuracy of the suspension modal decoupling rate.

[0022] To facilitate understanding of this embodiment, a method for calculating the suspension modal decoupling rate disclosed in this embodiment of the invention will first be described in detail. (See [link to relevant documentation]). Figure 1 The flowchart shown illustrates a method for calculating the suspension modal decoupling rate. This method may include the following steps: S102 receives relevant parameters input by the user through a pre-configured graphical user interface.

[0023] The relevant parameters include the mass attribute parameters of the powertrain system and the stiffness and position parameters of each mount. The mass attribute parameters include: mass, center of gravity position, moment of inertia about the X, Y, and Z axes, and product of inertia. The powertrain system employs a three-point, four-point, or more-point mount configuration. The position parameters of the mounts include: the mounting position and mounting angle of each mount in the vehicle coordinate system, and the coordinates of the mount's center point. The mount stiffness refers to the three-dimensional static stiffness value in its own local coordinate system.

[0024] For example, such as Figure 2 The example diagram of the graphical user interface shown includes parameter input area 21, which includes: Powertrain parameter input: providing a centralized form for inputting all necessary parameters defining the powertrain's inertial characteristics. For example, basic attributes: mass, center of mass position (X, Y, Z coordinates). Moment of inertia: six components (l... xx , l yy , l zz , l xy , l xz , l yz This module is used to fully construct the mass matrix. The mount parameter module manages the configuration data for all mounts (e.g., 4 mounts) in tabular form. Mounting position: The coordinates (X, Y, Z) of each mount in the vehicle coordinate system. Triaxial stiffness: The coordinates of each mount in its own local coordinate system (u...). i v i w i The stiffness values ​​in the three principal directions are given.

[0025] The calculation execution area 22 provides a "Calculate" button, which serves as a trigger for the entire analysis process. After the user completes all parameter input, clicking this button will automatically invoke the core algorithm in the background (such as a series of "callback functions" described later) to complete the entire process from modeling and modal analysis to decoupling rate calculation.

[0026] Results display area 23 serves as the output display area, showcasing a list of natural frequencies: clearly displaying the calculated natural frequencies (in Hz) of each rigid body mode in a list format. It also displays a modal decoupling rate matrix: visually showing the percentage of energy distribution in each degree of freedom corresponding to each natural frequency in a tabular format. This matrix is ​​a key indicator for evaluating the quality of suspension design, directly showing whether vibrational energy is highly decoupled in a specific direction.

[0027] Here, the visual interface reduces the amount of repetitive modeling work and greatly improves the calculation efficiency of the suspension modal decoupling rate. At the same time, the intuitive visual interface facilitates the verification of the correctness of the input parameters, which greatly improves the accuracy of the calculation results.

[0028] S104 takes the relevant parameters as input and calls the preset callback function in the target environment.

[0029] The target environment can be any one of the following: a general-purpose scientific computing and data analysis environment (such as Python + scientific computing libraries), a general-purpose programming language combined with mathematical libraries (such as C / C++, Java / C#), a custom script / secondary development interface for commercial engineering software (such as Adams, SIMPACK), a cloud computing and web technology platform (such as cloud-based Jupyter Notebook, web application frameworks), or a MATLAB application environment. The callback function refers to a pre-defined code program, script, or algorithm within the target environment. The callback function is used to construct the dynamic model of the powertrain system and solve for the mode shapes of that dynamic model, and based on the mode shapes, calculate the total kinetic energy of the powertrain system and the distributed kinetic energy of a specified degree of freedom.

[0030] Powertrain system: refers to the assembly of the engine and transmission, which is connected to the frame or subframe via multiple flexible mounts (usually 3 or 4).

[0031] Modal: Any elastic body (including rigid-body-elastic support systems such as powertrains) has its inherent vibration characteristics, namely natural frequencies and mode shapes. For a powertrain considered as a rigid body, under elastic suspension support, it has 6 degrees of freedom rigid body modes in space: 3 translational modes (along the X, Y, and Z axes) and 3 rotational modes (about the X, Y, and Z axes).

[0032] Degrees of freedom: The powertrain is considered as a rigid body, and its motion in space has 6 degrees of freedom, including: translational displacement along the x, y, and z axes, and rotational displacement about the x, y, and z axes (corresponding to roll, pitch, and yaw, respectively).

[0033] S106, based on the total kinetic energy and distributed kinetic energy output by the callback function, calculates the decoupling rate of the suspended mode with a specified degree of freedom.

[0034] Decoupling rate refers to the degree to which the vibrational energy of a system is concentrated in a specific degree of freedom at a given natural frequency. A higher decoupling rate indicates a "purer" mode. For example, a 90% Z-axis translational decoupling rate means that when the system vibrates at that frequency, 90% of the vibrational energy is vertically oscillating, with only 10% coupled to other directions (such as pitch or roll). A high decoupling rate facilitates precise control of the vibration transmission path and is crucial for achieving good NVH performance.

[0035] The method for calculating the suspension modal decoupling rate provided in this invention involves inputting relevant parameters from the user into a preset callback function. The callback function, through its encapsulated algorithm, outputs the total kinetic energy and the allocated kinetic energy for a specified degree of freedom. The suspension modal decoupling rate for the specified degree of freedom is then calculated based on the total kinetic energy and the allocated kinetic energy. This invention achieves a streamlined, automated, and encapsulated process for calculating the suspension decoupling rate. It has the following significant advantages: First, it significantly improves computational efficiency: transforming complex manual or semi-automatic simulation processes into a one-click operation of "input parameters - get results", greatly shortening the time for a single analysis.

[0036] Second, ensure the consistency and accuracy of calculations: through preset standard procedures and algorithms, human error caused by different operators or omissions in operation steps is eliminated, ensuring that the results are repeatable and comparable.

[0037] Third, it significantly lowers the barrier to entry: it encapsulates complex multibody dynamics and vibration theory, enabling engineers to complete professional analysis without needing to deeply understand the software's underlying operations and theoretical details, which is conducive to the promotion of the technology.

[0038] In one possible implementation, the callback function includes a first callback function, a second callback function, and a third callback function; taking relevant parameters as input, it calls a preset callback function in the target environment, including: The first callback function is invoked. The first callback function is used to construct the mass matrix and stiffness matrix of the powertrain system based on the mass attribute parameters and the stiffness and position parameters of each mount. The second callback function is invoked. The second callback function is used to calculate the natural frequencies of the powertrain system and their corresponding principal modes based on the mass matrix and stiffness matrix. The third callback function is invoked. The third callback function is used to calculate the total kinetic energy of the powertrain system and the distributed kinetic energy of the specified degrees of freedom based on the natural frequencies of each order and their corresponding principal modes and mass matrices.

[0039] Here, by modularly decomposing the overall computing task into four logically clear sub-functions, the technical solution achieves "high cohesion and low coupling." This makes the program structure clear and easy to develop, debug, and maintain.

[0040] For example, such as Figure 3The diagram illustrates a scenario for calculating the modal decoupling rate of the suspension mounts. Using a MATLAB application environment as an example, it obtains relevant user-input parameters, including the powertrain's mass, moment of inertia, center of mass position, and parameters of each suspension mount, providing complete input data for the dynamic model. The system stiffness matrix is ​​calculated: based on the position, angle, and stiffness parameters of the suspension mounts, a global stiffness matrix describing the overall elastic characteristics of the system is constructed through coordinate transformation and synthesis. Natural frequencies and modal kinetic energy are solved: based on the constructed system mass and stiffness matrices, the eigenvalue problem is solved to obtain the system's natural frequencies (modes) and their corresponding mode shapes. Furthermore, the total kinetic energy of the system under each mode and the distributed kinetic energy of each degree of freedom are calculated using the energy method (kinetic energy distribution).

[0041] Software Implementation: This stage involves the engineering transformation of the methodology, converting theory into automated tools. It combines computational principles with MATLAB: leveraging MATLAB's powerful matrix operations and scientific computing capabilities, theoretical formulas and algorithmic steps are written into corresponding functions or scripts. Generating the Decoupling Rate Calculation Program: Disparate function modules (such as modeling functions, solution functions, and post-processing functions) are integrated into a complete, callable computational program or application. This achieves the encapsulation and automation of the computational process.

[0042] Target output: Run the program generated above, receive the relevant input parameters, automatically execute all background calculations, and finally output the most concise and core result - the modal decoupling rate percentage of a specified degree of freedom (such as engine vertical runout, roll, etc.) under each mode.

[0043] This invention utilizes MATLAB's efficient matrix operation capabilities and simple, intuitive GUI interface design. By pre-editing callback functions and based on the calculation principle of suspension modal decoupling rate, an analysis program for suspension modal decoupling rate is designed. This effectively reduces repetitive tasks and improves the efficiency of suspension modal decoupling rate analysis. Simultaneously, through MATLAB's visualization interface, all input parameters can be viewed more intuitively, facilitating the verification of their correctness and ensuring the accuracy of the suspension modal decoupling rate calculation results.

[0044] In one possible implementation, such as Figure 4 The flowchart shown illustrates the process of constructing the stiffness matrix. The steps involved in constructing the stiffness matrix include: S402, for each mount, determine the position transfer matrix for translation transformation based on the coordinates of its mounting position relative to the powertrain centroid.

[0045] S406, Based on the angle between the local coordinate system and the vehicle coordinate system of the suspension, determine the direction transfer matrix used for rotation transformation.

[0046] Here, a right-handed rectangular coordinate system O is established at the center of mass of the powertrain. xyz. xx axis: points in the direction of vehicle movement (crankshaft axis); yy axis: points to the left side of the vehicle; zz axis: vertically upward.

[0047] S408 generates the stiffness matrix of the powertrain system based on the position transfer matrix, the direction transfer matrix, and the stiffness of each suspension.

[0048] It should be noted that the stiffness matrix is ​​a 6×6 symmetric matrix, determined by the stiffness and mounting position of all mounts. Each mount has stiffness in three directions within its own coordinate system. Coordinate transformation is required to synthesize the stiffness contributions of all mounts into the powertrain's center-of-mass coordinate system, ultimately forming the global stiffness matrix.

[0049] For example, by the center of mass position of the powertrain The position transition matrix can be obtained. ; through the angle between the suspended coordinate system and the vehicle coordinate system Obtain the direction transition matrix Combined with the stiffness of the suspension The stiffness matrix of the powertrain system was calculated. Formula (1) is as follows: (1) In one possible implementation, the second callback function is used to solve the equation To obtain the inherent frequency With the main mode ;in, Here is the stiffness matrix. This is the quality matrix.

[0050] For example, the vibration differential equation of a vibration system is as follows: (2) (2) When calculating the inherent characteristics of a powertrain, its vibration system is generally simplified to an undamped free vibration system. Then the vibration differential equation is simplified to the following formula (3): (3) Powertrain mass and moment of inertia Obtain the mass matrix of the powertrain The mass matrix of the powertrain and the system's stiffness matrix Substitute into the above equation and solve. The natural original frequency of the system can be determined. .

[0051] From the formula The natural frequency of the system can be obtained. Using commands (callback functions) in MATLAB software. The natural frequency of the system can be obtained directly. .

[0052] Assume the solution to the simplified vibration differential equation is as follows (4): (4) Substituting this into the simplified vibration differential equation, we obtain the principal mode equation as follows (5): (5) any eigenvalue The above formula yields the corresponding non-zero vector. This refers to the principal mode shape. This calculation can also be performed using MATLAB commands (callback functions). Solve for the row vectors in matrix A, which are the modal principal arrays at their natural frequencies.

[0053] In one possible implementation, the third callback function is used to calculate the allocated kinetic energy for a specified degree of freedom using the following relation: (6) in, For the first k The kinetic energy distributed on a generalized coordinate system, that is, the kinetic energy distributed for a specified degree of freedom; For the first i First natural frequency; The mass matrix of the first k OK l Column elements; For the powertrain system i First principal mode of vibration, and They are respectively The k and the l element.

[0054] In one possible implementation, the decoupling rate of the suspended mode for a specified degree of freedom is calculated based on the total kinetic energy and the allocated kinetic energy output by the callback function, including: The decoupling rate of a suspended mode with a specified degree of freedom can be calculated using the following formula: (7) in, The decoupling rate for the suspension mode with a specified degree of freedom.

[0055] In one implementation, the suspension system is optimized based on the calculated modal decoupling rate. The optimization aims to increase the decoupling rate of the main vibration direction corresponding to the powertrain's idle excitation frequency to above a preset threshold. This optimization can be achieved by adjusting at least one of the following parameters: the suspension's mounting position, the suspension's mounting angle, and the suspension's stiffness in the three orthogonal directions. This optimization improves the overall vehicle stability and comfort.

[0056] The method for calculating the suspension modal decoupling rate provided in this embodiment of the invention has the advantage that after designing the suspension modal decoupling rate calculation program (callback function), when calculating the suspension modal decoupling rate of other powertrains, it is no longer necessary to redesign the program. Only relevant parameters need to be collected, and the relevant parameters can be output in the designed program to perform the calculation, saving a lot of time. In addition, the visual interface of this invention is conducive to verifying the correctness of the input parameters and improving the accuracy of the analysis and calculation.

[0057] Based on the same concept, embodiments of the present invention provide a device for calculating the suspension modal decoupling rate, such as... Figure 5 The diagram shows a structural block diagram of a device for calculating the suspension modal decoupling rate. The device 500 for calculating the suspension modal decoupling rate includes: The parameter receiving module 510 is used to receive relevant parameters input by the user through a pre-configured graphical user interface; the relevant parameters include the mass attribute parameters of the powertrain system and the stiffness and position parameters of each suspension. Function call module 520 is used to take relevant parameters as input and call a preset callback function in the target environment. The callback function is used to construct the dynamic model of the powertrain system and solve the mode shapes of the dynamic model, and calculate the total kinetic energy and the distributed kinetic energy of the powertrain system based on the mode shapes. The decoupling rate calculation module 530 is used to calculate the decoupling rate of the suspended mode with a specified degree of freedom based on the total kinetic energy and the distributed kinetic energy output by the callback function.

[0058] In one possible implementation, the callback function includes a first callback function, a second callback function, and a third callback function, and the function call module 520 includes a first call module, a second call module, and a third call module; The first calling module is used to call the first callback function. The first callback function is used to construct the mass matrix and stiffness matrix of the powertrain system based on the mass attribute parameters and the stiffness and position parameters of each suspension. The second calling module is used to call the second callback function, which is used to calculate the natural frequencies of the powertrain system and their corresponding principal modes based on the mass matrix and stiffness matrix. The third calling module is used to call the third callback function. The third callback function is used to calculate the total kinetic energy of the powertrain system and the distributed kinetic energy of the specified degrees of freedom based on the natural frequencies of each order and their corresponding principal modes and mass matrices.

[0059] In one possible implementation, the stiffness matrix construction step includes: for each mount, determining a position transfer matrix for translational transformation based on the coordinates of its mounting position relative to the powertrain centroid; determining a direction transfer matrix for rotational transformation based on the angle between the local coordinate system of the mount and the vehicle coordinate system; and generating the stiffness matrix of the powertrain system based on the position transfer matrix, the direction transfer matrix, and the stiffness of each mount.

[0060] In one possible implementation, the second callback function is used to solve the equation To obtain the inherent frequency With the main mode ;in, Here is the stiffness matrix. This is the quality matrix.

[0061] In one possible implementation, the third callback function is used to calculate the allocated kinetic energy for a specified degree of freedom using the following relation:

[0062] in, For the first k The kinetic energy distributed on a generalized coordinate system, that is, the kinetic energy distributed for a specified degree of freedom; For the first i First natural frequency; The mass matrix of the first k OK l Column elements; For the powertrain system i First principal mode of vibration, and They are respectively The k and the l element.

[0063] In one possible implementation, the decoupling rate calculation module is also used to calculate the decoupling rate of the suspension mode for a specified degree of freedom using the following formula:

[0064] in, The decoupling rate for the suspension mode with a specified degree of freedom.

[0065] The suspension mode decoupling rate calculation device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned suspension mode decoupling rate calculation method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0066] This invention also provides an electronic device, such as... Figure 6 The diagram shows the structure of the electronic device, which includes a processor 61 and a memory 60. The memory 60 stores computer-executable instructions that can be executed by the processor 61. The processor 61 executes the computer-executable instructions to implement the above-mentioned method for calculating the suspension mode decoupling rate.

[0067] exist Figure 6 In the illustrated embodiment, the electronic device further includes a bus 62 and a communication interface 63, wherein the processor 61, the communication interface 63, and the memory 60 are connected via the bus 62.

[0068] The memory 60 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 63 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 62 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 62 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0069] Processor 61 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 61 or by software instructions. Processor 61 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the suspended mode decoupling rate calculation method disclosed in the embodiments of this invention can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory. The processor 61 reads the information in the memory and, in conjunction with its hardware, completes the steps of the suspension mode decoupling rate calculation method of the aforementioned embodiment.

[0070] This invention also provides a computer-readable storage medium storing computer-executable instructions. When these computer-executable instructions are called and executed by a processor, they cause the processor to implement the aforementioned recommended method for calculating the suspended mode decoupling rate. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0071] The computer program product of the method, apparatus and electronic device for calculating the suspension mode decoupling rate provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0072] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention.

[0073] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0074] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0075] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for calculating the mode decoupling rate of a suspension, characterized in that, The method includes: The system receives relevant parameters input by the user through a pre-configured graphical user interface; these parameters include mass attribute parameters of the powertrain system and stiffness and position parameters of each suspension mount. The relevant parameters are used as input to call a preset callback function in the target environment; the callback function is used to construct a dynamic model of the powertrain system and solve the mode shapes of the dynamic model, and calculate the total kinetic energy and the distributed kinetic energy of the powertrain system based on the mode shapes; Based on the total kinetic energy and the allocated kinetic energy output by the callback function, the decoupling rate of the suspension mode for the specified degree of freedom is calculated.

2. The method according to claim 1, characterized in that, The callback function includes a first callback function, a second callback function, and a third callback function; the step of using the relevant parameters as input to call a preset callback function in the target environment includes: The first callback function is invoked, which is used to construct the mass matrix and stiffness matrix of the powertrain system based on the mass attribute parameters and the stiffness and position parameters of each suspension. The second callback function is invoked, which is used to calculate the natural frequencies of the powertrain system and their corresponding principal modes based on the mass matrix and stiffness matrix. The third callback function is invoked, which is used to calculate the total kinetic energy of the powertrain system and the distributed kinetic energy of the specified degree of freedom based on the natural frequencies of each order, their corresponding principal modes, and the mass matrix.

3. The method according to claim 2, characterized in that, The steps for constructing the stiffness matrix include: For each mount, a position transition matrix for translation transformation is determined based on the coordinates of its mounting position relative to the powertrain center of mass; Based on the angle between the local coordinate system and the vehicle coordinate system of the suspension, the direction transfer matrix used for rotation transformation is determined; The stiffness matrix of the powertrain system is generated based on the position transfer matrix, the direction transfer matrix, and the stiffness of each suspension.

4. The method according to claim 2, characterized in that, The second callback function is used to solve the equation To obtain the inherent frequency With the main mode ;in, Here is the stiffness matrix. This is the quality matrix.

5. The method according to claim 2, characterized in that, The third callback function is used to calculate the allocated kinetic energy of the specified degree of freedom using the following formula: in, For the first k The kinetic energy distributed on a generalized coordinate system, that is, the kinetic energy distributed for a specified degree of freedom; For the first i First natural frequency; The first mass matrix is ​​the mass matrix. k OK l Column elements; For the powertrain system i First principal mode of vibration, and They are respectively The k and the l element.

6. The method according to claim 5, characterized in that, Based on the total kinetic energy and the allocated kinetic energy output by the callback function, the suspension mode decoupling rate for the specified degree of freedom is calculated, including: The suspension mode decoupling rate for the specified degree of freedom is calculated using the following formula: in, The decoupling rate for the suspension mode with a specified degree of freedom.

7. A device for calculating the decoupling rate of a suspension mode, characterized in that, The device includes: The parameter receiving module is used to receive relevant parameters input by the user through a pre-configured graphical user interface; the relevant parameters include the mass attribute parameters of the powertrain system and the stiffness and position parameters of each suspension. The function call module is used to take the relevant parameters as input and call a preset callback function in the target environment; the callback function is used to construct a dynamic model of the powertrain system and solve the mode shapes of the dynamic model, and calculate the total kinetic energy and the distributed kinetic energy of the powertrain system based on the mode shapes; The decoupling rate calculation module is used to calculate the decoupling rate of the suspended mode for the specified degree of freedom based on the total kinetic energy and the allocated kinetic energy output by the callback function.

8. An electronic device, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method of any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

Images