Vehicle air suspension damping effect determination method, system and application

Abstract

The present application belongs to the technical field of air suspension, and provides a vehicle air suspension damping effect determination method, system and application, comprising synchronously acquiring input acceleration and output acceleration of a vehicle air suspension under simulated road excitation; based on the input acceleration and the output acceleration, calculating a vibration transmission rate and performing frequency domain analysis to obtain a frequency domain transmission rate curve representing the damping effect of the air suspension; based on the frequency domain transmission rate curve, establishing a quantitative criterion for guiding design, the quantitative criterion comprising full-working-condition adaptability, parameter correlation and performance consistency; based on a quantitative mapping relationship between key parameters of the air suspension and a change amount of the vibration transmission rate at a characteristic frequency constructed according to the parameter correlation quantitative criterion, an optimization strategy of the key parameters of the air suspension is determined with the vibration transmission rate of a target frequency band as the optimization direction. The present application can accurately evaluate the energy filtering efficiency between road input and vehicle body response of the air suspension.

Description

Technical Field

[0001] This application relates to the field of air suspension technology, and in particular to a method, system and application for determining the vibration reduction effect of vehicle air suspension. Background Technology

[0002] An air suspension is an assembly system composed of a series of functional components and pipelines. Its core functional components include air springs, shock absorbers, air compressors, controllers, and sensors. The technical advantages of air suspension are mainly reflected in: effectively isolating high-frequency vibrations; raising the vehicle body and improving off-road and passability; lowering the vehicle body at high speeds, reducing energy consumption, and enhancing safety; and significantly improving the vehicle's quality.

[0003] Objectively assessing the vibration damping effect of air suspension in passenger vehicles relies on measuring key physical parameters with professional instruments and conducting quantitative evaluations against industry or company standards, rather than subjective feelings. Current assessment methods primarily focus on measuring and analyzing the key indicator of vehicle vertical acceleration. The measurement method involves installing acceleration sensors on the vehicle body (such as seat rails, floor, and roof) to record the vertical acceleration signals when the vehicle travels at specific speeds, such as 60 km / h and 100 km / h, over standard road surfaces (such as asphalt roads, washboard roads, and speed bumps). The criterion is vehicle vertical acceleration, which directly reflects the severity of vehicle vibration. A lower value indicates better damping. It is typically quantified using the root mean square (RMS) value; excellent air suspensions can control this value within a low range, for example, below 0.3g on good road surfaces.

[0004] Furthermore, the core of the aforementioned technical solution for determining vehicle vibration reduction effectiveness based on vertical vehicle acceleration is to place acceleration sensors at key locations on the vehicle body to collect vibration signals under standardized test conditions. After data processing, the root mean square value of acceleration is used as the core evaluation index to quantitatively assess the vibration reduction system's ability to filter road vibrations. The main technical points of this solution are as follows:

[0005] I. Core Test Metrics

[0006] Key evaluation parameter: Root mean square value of the vehicle's vertical acceleration. This value directly reflects the magnitude of the vehicle's vibration energy; the lower the value, the smoother the vibration and the better the vibration reduction effect.

[0007] Auxiliary analysis parameters: Peak acceleration, used to evaluate the damping system's ability to suppress instantaneous severe vibrations when a vehicle passes over a high-impact road surface (such as a speed bump). Power spectral density, which converts the acceleration signal from the time domain to the frequency domain, analyzes the vibration energy distribution at different frequencies, and can identify the damping system's filtering performance in specific frequency ranges (such as the human-sensitive 4-8Hz).

[0008] II. Standardized Test Conditions

[0009] To ensure the repeatability and comparability of test results, testing must be conducted under controlled standard chemical conditions:

[0010] Test road surfaces: Standard asphalt pavement, simulating everyday urban roads, to evaluate the damping system's filtering of minor vibrations. Washboard road (sine wave road): The road surface has periodic undulations, used to test the vibration damping system's vibration attenuation characteristics at specific frequencies. Belgian road (cobblestone road): Simulates bumpy road surfaces, evaluating the damping system's ability to handle continuous moderate impacts. Speed ​​bumps: Simulate sudden large impacts, testing the damping system's suppression of instantaneous peak vibrations.

[0011] Test speeds: Fixed speeds are set for different road surface types, such as: Standard asphalt road: 60km / h, 80km / h, 100km / h; Washboard road / Belgian road: 30km / h, 40km / h; Speed ​​bumps: 20km / h, 30km / h.

[0012] Vehicle status: Before testing, the vehicle status must be consistent, including: tire pressure and model specifications must be consistent; vehicle load (such as half load or full load) must be set according to the standard; and air suspension (if applicable) must be adjusted to the standard height mode.

[0013] III. Sensor Placement and Data Acquisition

[0014] Sensor type: Piezoelectric or capacitive triaxial accelerometers are used, which have the advantages of a wide response frequency range (usually 0-2000Hz), high measurement accuracy, and the ability to accurately capture minute vibrations of the vehicle body.

[0015] Location of placement: Select key locations that represent occupant perception and overall vehicle vibration, typically including: Seat rails: directly reflecting the primary vibration sensations of the driver and passengers. Vehicle floor (front and rear seats): reflecting the vibration transmission of the vehicle structure.

[0016] Data acquisition equipment: A high-precision data acquisition instrument should be used, and the sampling frequency must meet the Nyquist theorem (usually set to 500Hz-1000Hz, much higher than the main vibration frequency of the vehicle body) to ensure that the signal is not distorted. The equipment needs to be synchronized with the vehicle's CAN bus (if required) to record operating information such as vehicle speed and engine speed for subsequent data correlation analysis.

[0017] However, the above approach has some problems. Its core flaw lies in focusing only on the single dimension of vehicle body vibration, which cannot comprehensively cover the combined impact of the damping system on vehicle handling and comfort. Furthermore, it is susceptible to interference from external factors such as testing conditions and vehicle structure, resulting in limitations in its judgment. Its specific shortcomings can be summarized into the following four categories:

[0018] 1. It fails to reflect the impact of the damping system on handling, resulting in a one-sided performance assessment. This solution only focuses on the smoothness of vibration in the vertical direction of the vehicle body (related to comfort), but the damping system needs to balance "comfort" and "handling" (such as body roll and steering response). For example, if the vehicle reduces the vertical acceleration of the body by using soft-adjustable dampers (improving comfort), it may lead to increased body roll when cornering at high speeds (reduced handling), but the vertical acceleration data cannot capture this problem.

[0019] 2. Highly susceptible to interference from testing conditions, limiting the repeatability and universality of results. The measurement results of vehicle vertical acceleration are extremely sensitive to subtle changes in the testing environment and vehicle condition, which can easily lead to inconsistent judgments in different scenarios: Impact of road surface consistency: Even on standard roads, such as standard asphalt roads or washboard roads, there may be slight differences in the undulations and smoothness of the actual road surface, such as road wear and local bumps, which directly cause deviations in the vertical acceleration data of the same vehicle in different batches of tests.

[0020] 3. It fails to correlate with subjective human perception, resulting in a disconnect between excellent data and poor passenger experience. The vehicle's vertical acceleration is a purely physical parameter, which differs from the human body's subjective perception of comfort. This can lead to situations where the data meets standards but the passenger experience is unsatisfactory. Furthermore, there are differences in frequency sensitivity; the human body perceives vibrations at different frequencies differently. For example, the 4-8Hz frequency band has the greatest impact on seating comfort, while 1-2Hz is more likely to induce motion sickness.

[0021] 4. It cannot distinguish between vibration damping system problems and interference from other systems, resulting in weak fault location capabilities. The vertical acceleration of the vehicle body is the result of the combined action of the chassis, body structure, and suspension system. If the data is abnormal, this solution cannot directly pinpoint the root cause of the problem.

[0022] Therefore, a more accurate method for evaluating the vibration reduction effect of air suspension is needed to solve at least one of the above problems. Summary of the Invention

[0023] In view of the shortcomings of the prior art, the present invention provides a method, system and application for judging the vibration reduction effect of vehicle air suspension, which can solve the problem that a single vehicle body vibration index cannot quantify the vibration attenuation capability of the suspension system, and more accurately evaluate the energy filtering efficiency of air suspension between road input and vehicle body response.

[0024] To achieve the above and related objectives, the present invention adopts the following technical solution:

[0025] The first aspect of this invention provides a method for determining the vibration damping effect of a vehicle air suspension, comprising the following steps:

[0026] Step S100: Simultaneously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation;

[0027] Step S200: Based on the input acceleration and output acceleration, calculate the vibration transmissibility and perform frequency domain analysis to obtain the frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension;

[0028] Step S300: Based on the frequency domain transfer rate curve, establish quantitative criteria for guiding the design. The quantitative criteria include full-condition adaptability, parameter correlation and performance consistency.

[0029] Step S400: Based on the quantitative mapping relationship between the key parameters of the air suspension and the change in vibration transmissibility at the characteristic frequency constructed by the parameter correlation quantification criterion, the optimization strategy of the key parameters of the air suspension is determined by reducing the vibration transmissibility in the target frequency band as the optimization direction.

[0030] Furthermore, in step S100, the simulated road surface excitation input is a sinusoidal vibration with different frequencies and amplitudes; the input acceleration is the vertical acceleration at the wheel, and the output acceleration is the vertical acceleration at the corresponding position of the vehicle body.

[0031] Furthermore, step S200 also includes: calculating the ratio of the output acceleration amplitude to the input acceleration amplitude under each working condition to obtain the vibration transmissibility; performing power spectral density analysis on the vibration transmissibility to obtain the frequency domain transmissibility curve of the air suspension at different frequencies.

[0032] Furthermore, in step S300, the quantitative criteria for full-condition adaptability include: comparing the frequency domain transmissibility curves under different simulated road surface excitations; if the vibration transmissibility of the air suspension is low in a wide frequency range, then the full-condition adaptability is deemed qualified.

[0033] Furthermore, in step S300, the parameter correlation quantification criteria include: adjusting at least one key parameter of the air suspension, obtaining the corresponding frequency domain transmissivity curves before and after the adjustment, and constructing a quantitative mapping relationship by comparing the change in vibration transmissivity at the characteristic frequency of the curves; wherein, the key parameters include the damper damping coefficient and the stiffness of the air spring.

[0034] Furthermore, in step S300, the performance consistency quantification criteria include: by comparing the frequency domain transmissivity curves under different simulated road surface excitations, the stability and fluctuation amplitude of the air suspension curve shape in a wide frequency range are evaluated; if the curve is generally flat and the fluctuation amplitude is small, the performance consistency is deemed qualified.

[0035] Furthermore, the method also includes: recording the change in vibration transmissivity of the air suspension during active adjustment in real time, and calculating the adjustment response time and transmissivity attenuation rate based on the change, in order to evaluate the control effect of active adjustment.

[0036] A second aspect of the present invention provides a system for determining the damping effect of a vehicle air suspension, comprising:

[0037] The synchronous acquisition module is used to synchronously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation;

[0038] The calculation module is used to calculate the vibration transmissibility and perform frequency domain analysis based on the input acceleration and output acceleration, so as to obtain the frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension.

[0039] The quantization module is used to establish quantization criteria for guiding design based on the frequency domain transfer rate curve. The quantization criteria include full-condition adaptability, parameter correlation and performance consistency.

[0040] The correlation calibration module is used to construct a quantitative mapping relationship between the key parameters of the air suspension and the change in vibration transmissibility at characteristic frequencies based on the parameter correlation quantification criteria. This aims to reduce the vibration transmissibility in the target frequency band as the optimization direction and determine the optimization strategy for the key parameters of the air suspension.

[0041] A third aspect of the present invention provides a computer-readable storage medium storing computer-readable instructions thereon, which, when executed by a computer processor, cause the computer to perform the above-described method for determining the vibration damping effect of a vehicle air suspension.

[0042] A fourth aspect of the present invention provides a computer device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method for determining the vibration reduction effect of a vehicle air suspension.

[0043] The beneficial technical effects of this invention are as follows:

[0044] This invention directly quantifies the vibration attenuation capability of air suspension by using vibration transmissibility (the ratio of vehicle body acceleration to wheel acceleration), thereby eliminating the influence of changes in road input amplitude. This ensures that the evaluation results only reflect the performance of the air suspension itself, achieving an objective and accurate evaluation of vibration reduction effect. It also solves the problem that traditional methods cannot distinguish between vibration sources and suspension capabilities based on vehicle body vibration indicators.

[0045] This invention uses vibration transmissibility as a quantitative indicator, which can solve the problem that traditional methods cannot correlate design parameters with vibration reduction effects. The change in vibration transmissibility of this invention can directly reflect the adjustment effect of key parameters such as damper damping coefficient and air spring stiffness. Moreover, based on quantitative mapping relationship, this invention can transform air suspension design from an experience-based trial-and-error mode that relies on subjective experience to a data-driven positive development mode, thereby improving development efficiency and design accuracy.

[0046] This invention addresses the problem of traditional methods struggling to assess the adaptability of air suspension under multiple operating conditions by establishing quantitative criteria for performance consistency. Furthermore, by combining correlation calibration, it ensures the performance consistency of air suspension under all operating conditions, thereby improving the user experience.

[0047] This invention can ensure the quantifiable verification and design optimization of the core performance advantages of air suspension, avoid performance misjudgment or development deviation, and protect development efficiency and cost.

[0048] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0049] The accompanying drawings, incorporated in and forming part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without inventive effort. In the drawings:

[0050] Figure 1 This is a flowchart of the method for determining the vibration reduction effect of the vehicle air suspension in this application;

[0051] Figure 2 This is a framework diagram of the vehicle air suspension vibration reduction effect assessment system of this application;

[0052] Figure 3 A schematic diagram of the structure of a computer system suitable for an embodiment of this application is shown. Detailed Implementation

[0053] Unless otherwise defined, all technical and / or scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should be understood that certain features of the invention (described in the context of separate embodiments for clarity) may also be provided in a single embodiment. Conversely, multiple features of the invention (described in the context of a single embodiment for brevity) may also be provided separately or in any suitable combination or, where appropriate, in any other described embodiment of the invention. Certain features described in the context of various embodiments will not be considered essential features of those embodiments unless the embodiment is inoperable without those elements. The invention is further illustrated below by specific examples; however, it should be noted that the specific process conditions and results described in the embodiments of the invention are merely illustrative and should not be construed as limiting the scope of protection of the invention. All equivalent changes or modifications made in accordance with the spirit and essence of the invention should be covered within the scope of protection of the invention.

[0054] Please see Figure 1 The flowchart of the method for determining the vibration damping effect of the vehicle air suspension in this application is described in detail below:

[0055] Step S100: Simultaneously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation.

[0056] Specifically, this application simulates sinusoidal vibrations of different frequencies and amplitudes as road surface excitation inputs; the input acceleration is the vertical acceleration at the wheel, and the output acceleration is the vertical acceleration at the corresponding position on the vehicle body. More specifically, this application uses a vibrator to simulate sinusoidal vibrations of different frequencies and amplitudes as road surface inputs, wherein the frequencies include, but are not limited to, 1Hz, 2Hz, 5Hz, and 10Hz; and the amplitudes include, but are not limited to, 5mm and 10mm. The synchronous acquisition process is as follows: the vibrator is started, and data from the wheel acceleration sensor and the vehicle body acceleration sensor are simultaneously acquired through the on-board data acquisition system. The acquisition time for each working condition (sinusoidal excitation of different frequencies and amplitudes) is 30 seconds.

[0057] Step S200: Based on the input acceleration and output acceleration, calculate the vibration transmissibility and perform frequency domain analysis to obtain the frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension.

[0058] Specifically, this application calculates the ratio of the output acceleration amplitude to the input acceleration amplitude under each operating condition to obtain the vibration transmissibility; it then performs power spectral density (PSD) analysis on the vibration transmissibility to obtain the frequency domain transmissibility curves of the air suspension at different frequencies. More specifically, the input acceleration in this application can reflect the vibration characteristics of the simulated road surface excitation, while the output acceleration can reflect the vibration characteristics transmitted to the vehicle body after attenuation by the air suspension; by extracting the amplitude of the time-domain acceleration signal for each operating condition and calculating the ratio of the vehicle body acceleration amplitude to the wheel acceleration amplitude, the vibration transmissibility under that condition can be obtained. This application performs PSD analysis on the wheel acceleration and vehicle body acceleration to obtain their respective frequency domain amplitude spectra, and then compares the frequency domain amplitude spectra of the two at each frequency point to obtain the frequency domain transmissibility curve. The frequency transmissibility curve can intuitively present the attenuation characteristics of the air suspension at different frequencies. Through steps S100 and S200, this application can ensure the synchronization of input-output signals and the accuracy of frequency domain resolution. By directly quantifying the vibration attenuation capability of the air suspension through vibration transmissibility and frequency domain transmissibility curves, the influence of changes in road input amplitude is eliminated, so that the evaluation results only reflect the performance of the air suspension itself, achieving an objective and accurate evaluation of vibration reduction effect, and solving the problem that the vehicle body vibration index in traditional methods cannot distinguish between vibration source and suspension capability.

[0059] Step S300: Based on the frequency domain transfer rate curve, establish quantitative criteria for guiding the design. The quantitative criteria include full-condition adaptability, parameter correlation and performance consistency.

[0060] Specifically, the quantitative criteria for the full-condition adaptability of this application include: comparing the frequency domain transmissibility curves under different simulated road surface excitations; if the vibration transmissibility of the air suspension is low over a wide frequency range, then the full-condition adaptability is deemed qualified. The wide frequency range of this application includes low-frequency, mid-frequency, and high-frequency bands. The low-frequency band, such as 1~2Hz, can simulate urban speed bumps and long-wave roads to test the vibration filtering capability of the air suspension; the mid-frequency band, such as 5~8Hz, can simulate corrugated roads and damaged asphalt roads to test the damping matching of the air suspension; and the high-frequency band, such as 10~15Hz, can simulate gravel roads and rough road surfaces to test the high-frequency vibration isolation of the air suspension. At low frequencies, the vibration transmissibility of the air suspension should be low, less than 1, indicating good attenuation of low-frequency road vibrations. In the mid-frequency range, the vibration transmissibility should have no obvious peaks; if peaks appear, it indicates resonance in the air suspension at that frequency, resulting in poor comfort. At high frequencies, the vibration transmissibility should decay rapidly; if decay is slow, further optimization of the air suspension's key parameters is needed. This application's all-condition adaptability balances comfort and handling, enabling passenger vehicles to adapt to various vibration conditions and provide good comfort when driving on complex roads, such as paved urban roads, bumpy rural roads, and highways.

[0061] The quantitative criteria for parameter correlation include: adjusting at least one key parameter of the air suspension, obtaining the corresponding frequency domain transmissibility curves before and after adjustment, and constructing a quantitative mapping relationship by comparing the changes in vibration transmissibility at characteristic frequencies. Key parameters include the damper damping coefficient and the air spring stiffness. Characteristic frequencies can be the human-sensitive frequency band (4-8Hz), the suspension's natural frequency band (1-2Hz), and the wheel bounce frequency band (10-15Hz), etc. Because different frequencies of road vibration, such as low-frequency road undulations, mid-frequency washboard roads, and high-frequency gravel roads, have different requirements for vehicle comfort and air suspension performance, a single indicator cannot analyze the air suspension's performance in a specific frequency range. Therefore, this application solves the problem that traditional methods cannot accurately locate suspension damping performance in the frequency domain by constructing a quantitative mapping relationship. For example, in the mid-to-high frequency range, the vibration transmissibility is relatively high; therefore, adjusting the damper damping coefficient or the air spring stiffness can reduce the vibration transmissibility in the mid-to-high frequency range and improve passenger comfort. Among them, the change in vibration transmissibility can directly reflect the adjustment effect of core parameters such as damper damping and air spring stiffness. For example, if the mid-frequency vibration transmissibility is high, the damping can be increased accordingly.

[0062] The quantitative criteria for performance consistency include: evaluating the stability and fluctuation amplitude of the air suspension curve shape over a wide frequency range by comparing the frequency domain transmissivity curves under different simulated road surface excitations; if the curve is generally flat and the fluctuation amplitude is small, the performance consistency is deemed acceptable. The wide frequency range includes low-frequency, mid-frequency, and high-frequency bands. In this application, "generally flat" means that the frequency domain transmissivity curve has no obvious resonance peaks over the wide frequency range. If resonance peaks exist, it indicates that vibrations are amplified at that frequency, resulting in decreased comfort.

[0063] Step S400: Based on the quantitative mapping relationship between the key parameters of the air suspension and the change in vibration transmissibility at the characteristic frequency constructed by the parameter correlation quantification criterion, the optimization strategy of the key parameters of the air suspension is determined by reducing the vibration transmissibility in the target frequency band as the optimization direction.

[0064] Specifically, the target frequency band of this application can be a frequency band sensitive to human health, etc. Optimization strategies include, but are not limited to, single-parameter adjustment and multi-parameter coordination.

[0065] Specifically, the method also includes: recording the changes in vibration transmissibility of the air suspension during active adjustment in real time, and calculating the adjustment response time and transmissibility decay rate based on the changes to evaluate the control effect of active adjustment. The core advantage of air suspension is that it can actively adjust the air spring stiffness and damper damping through solenoid valves and air pumps, such as adaptive suspension and air spring height. Traditional vibration transmissibility is mostly a fixed value under static conditions. This application can be extended beyond simply testing the vibration transmissibility under a fixed stiffness / damping condition; instead, it records the changes in vibration transmissibility of the air suspension during active adjustment in real time. For example, when a vehicle moves from a smooth road to a corrugated road, the air suspension automatically increases damping, simultaneously monitoring whether the vibration transmissibility rapidly decreases from a high value in the mid-frequency range to a reasonable range, thus evaluating the matching degree between the response speed of active adjustment and the vibration transmissibility optimization effect.

[0066] Specifically, this application can also test the frequency domain transmissivity curves of each driving mode, such as Comfort, Sport, and Off-road, for the air suspension. For example, it can verify whether the Sport mode achieves a balance between handling and comfort by increasing the low-frequency transmissivity (enhancing road feel) and decreasing the high-frequency transmissivity (suppressing bounce), quantifying the performance differences between different modes rather than relying solely on subjective driving experience.

[0067] Please see Figure 2 This is a framework diagram of the vehicle air suspension damping effect judgment system 200 of this application, including:

[0068] The synchronous acquisition module 210 is used to synchronously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation.

[0069] The calculation module 220 is used to calculate the vibration transmissibility and perform frequency domain analysis based on the input acceleration and output acceleration, so as to obtain the frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension.

[0070] The quantization module 230 is used to establish quantization criteria for guiding design based on the frequency domain transfer rate curve. The quantization criteria include full-condition adaptability, parameter correlation and performance consistency.

[0071] The correlation calibration module 240 is used to establish a quantitative mapping relationship between the key parameters of the air suspension and the change in vibration transmissibility at characteristic frequencies based on the parameter correlation quantification criteria, so as to optimize the direction of reducing the vibration transmissibility in the target frequency band and determine the optimization strategy of the key parameters of the air suspension.

[0072] It should be noted that the vehicle air suspension damping effect determination system provided in the above embodiments and the vehicle air suspension damping effect determination method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle air suspension damping effect determination system provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0073] Embodiments of this application also provide a computer device, including: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, cause the computer device to implement the vehicle air suspension damping effect determination method provided in the above embodiments.

[0074] Figure 3 A schematic diagram of the structure of a computer system suitable for an embodiment of this application is shown. It should be noted that... Figure 3 The computer system 300 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0075] like Figure 3 As shown, the computer system 300 includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 302 or a program loaded from a storage section 308 into a random access memory (RAM) 303, such as performing the methods described in the above embodiments. Various programs and data required for system operation are also stored in the RAM 303. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304. The following components are connected to the I / O interface 305: an input section 306 including a keyboard, mouse, etc.; an output section 307 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (local area network) card, modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A driver 310 is also connected to the I / O interface 305 as needed. Removable media 311, such as disks, optical discs, magneto-optical discs, semiconductor memories, etc., are installed on drive 310 as needed so that computer programs read from them can be installed into storage section 308 as needed.

[0076] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer tool programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by central processing unit (CPU) 301, it performs various functions defined in the system of this application.

[0077] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, flash memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. Computer programs contained on computer-readable media can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0078] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0079] The units described in the embodiments of this application can be implemented by tools or by hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the unit itself.

[0080] Another aspect of this application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the vehicle air suspension damping effect determination method as described above. This computer-readable storage medium may be included in the computer device described in the above embodiments, or it may exist independently and not incorporated into the computer device.

[0081] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle air suspension damping effect determination method provided in the above embodiments.

[0082] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for determining the vibration damping effect of a vehicle air suspension, characterized in that, Includes the following steps: Step S100: Simultaneously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation; Step S200: Based on the input acceleration and the output acceleration, calculate the vibration transmissibility and perform frequency domain analysis to obtain a frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension; Step S300: Based on the frequency domain transfer rate curve, establish quantitative criteria for guiding the design. The quantitative criteria include full-condition adaptability, parameter correlation and performance consistency. Step S400: Based on the quantitative mapping relationship between the key air suspension parameters and the change in vibration transmissibility at characteristic frequencies constructed by the parameter correlation quantification criterion, the optimization strategy for the key air suspension parameters is determined with reducing the vibration transmissibility in the target frequency band as the optimization direction.

2. The determination method according to claim 1, characterized in that, In step S100, the simulated road surface excitation input is a sinusoidal vibration with different frequencies and amplitudes. The input acceleration is the vertical acceleration at the wheel, and the output acceleration is the vertical acceleration at the corresponding position on the vehicle body.

3. The determination method according to claim 1 or 2, characterized in that, Step S200 further includes: The ratio of the output acceleration amplitude to the input acceleration amplitude under each working condition is calculated to obtain the vibration transmissibility. Power spectral density analysis was performed on the vibration transmissibility to obtain the frequency domain transmissibility curves of the air suspension at different frequencies.

4. The determination method according to claim 1, characterized in that, In step S300, the quantitative criterion for full-condition adaptability includes: By comparing the frequency domain transmissivity curves under different simulated road surface excitations, if the vibration transmissivity of the air suspension is low over a wide frequency range, then the overall working condition adaptability is deemed qualified.

5. The determination method according to claim 1, characterized in that, In step S300, the parameter correlation quantification criterion includes: Adjust at least one key parameter of the air suspension, obtain the corresponding frequency domain transmissivity curves before and after adjustment, and construct the quantitative mapping relationship by comparing the change in vibration transmissivity at the characteristic frequency of the curves; wherein, the key parameters include the damper damping coefficient and the stiffness of the air spring.

6. The determination method according to claim 1, characterized in that, In step S300, the performance consistency quantification criteria include: By comparing the frequency domain transmissivity curves under different simulated road surface excitations, the stability and fluctuation range of the curve shape of the air suspension over a wide frequency range are evaluated; if the curve is generally flat and the fluctuation range is small, the performance consistency is deemed qualified.

7. The determination method according to claim 1, characterized in that, The method further includes: recording the change in vibration transmissivity of the air suspension during active adjustment in real time, and calculating the adjustment response time and transmissivity attenuation rate based on the change, so as to evaluate the control effect of active adjustment.

8. A system for determining the vibration damping effect of a vehicle air suspension, characterized in that, include: The synchronous acquisition module is used to synchronously acquire the input acceleration and output acceleration of the vehicle's air suspension under simulated road surface excitation; The calculation module is used to calculate the vibration transmissibility and perform frequency domain analysis based on the input acceleration and the output acceleration to obtain a frequency domain transmissibility curve characterizing the vibration reduction effect of the air suspension. The quantization module is used to establish quantization criteria for guiding the design based on the frequency domain transfer rate curve. The quantization criteria include full-condition adaptability, parameter correlation and performance consistency. The correlation calibration module is used to construct a quantitative mapping relationship between the key air suspension parameters and the change in vibration transmissibility at characteristic frequencies based on the parameter correlation quantification criteria, so as to optimize the direction of reducing the vibration transmissibility in the target frequency band and determine the optimization strategy for the key air suspension parameters.

9. A computer-readable storage medium, characterized in that, It stores computer-readable instructions, which, when executed by the computer's processor, cause the computer to perform the vehicle air suspension damping effect determination method as described in any one of claims 1 to 7.

10. A computer device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the computer program, it implements the steps of the method for determining the vibration damping effect of a vehicle air suspension as described in any one of claims 1 to 7.

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