Method, device and storage medium for producing a powertrain suspension system of a vehicle

Abstract

This application relates to the field of bench testing technology, and in particular to a method, apparatus, and storage medium for producing a vehicle powertrain mounting system. The method includes: acquiring vibration data of a vehicle under multiple test conditions; assembling a powertrain mounting system mounting sample onto a preset test bench; inputting corresponding vibration data to the preset test bench based on the test conditions; adjusting parameters of the environment of the preset test bench based on a preset environmental scenario; conducting real-vehicle simulation testing on the mounting sample; and determining a target mounting sample based on the vibration response data of the mounting sample during the real-vehicle simulation test, so as to produce a powertrain mounting system based on the target mounting sample. This solves the problem in related technologies where mounting samples are installed on a prototype vehicle and road condition simulation is performed, resulting in performance testing of the mounting samples being limited by the overall vehicle development schedule, increasing development cycle and testing costs.

Description

Technical Field

[0001] This application relates to the field of bench testing technology, and in particular to a method, apparatus and storage medium for producing a vehicle powertrain mounting system. Background Technology

[0002] In related technologies, a powertrain mounting system prototype is installed on a complete vehicle prototype. By controlling the complete vehicle prototype to pass through various road surfaces at a preset speed, sensors measure whether the vibration of the steering wheel, seat, and floor meets the standards, in order to evaluate the system performance of the powertrain mounting system.

[0003] However, the relevant technology involves installing the suspension prototype onto the vehicle prototype and simulating road conditions, which means that testing can only be carried out after the vehicle prototype is manufactured. This is limited by the overall vehicle development schedule, increasing the development cycle and testing costs of the suspension system. Summary of the Invention

[0004] This application provides a method, apparatus, and storage medium for producing a powertrain mounting system for a vehicle, in order to solve the problem that in related technologies, installing mounting samples onto a complete vehicle prototype and then simulating road conditions leads to limitations imposed by the overall vehicle development schedule, resulting in increased development cycle and testing costs.

[0005] The first aspect of this application provides a method for producing a powertrain mounting system for a vehicle, comprising the following steps: acquiring vibration data of the vehicle under multiple test conditions; assembling a mounting sample of the powertrain mounting system onto a preset test bench, inputting corresponding vibration data to the preset test bench based on the test conditions, adjusting parameters of the environment of the preset test bench based on a preset environmental scenario, and conducting a real-vehicle simulation test on the mounting sample; determining a target mounting sample based on the vibration response data of the mounting sample during the real-vehicle simulation test, and producing a powertrain mounting system based on the target mounting sample.

[0006] Based on the above technical means, this application embodiment collects vibration data, assembles the suspension sample onto a preset test bench, inputs vibration data and adjusts environmental parameters to achieve accurate reproduction of actual driving scenarios and multi-physics fields. Then, based on the vibration response data, target suspension samples are selected for the production of powertrain suspension systems, realizing independent verification of powertrain suspension systems, improving the controllability and repeatability of suspension performance testing, ensuring a high degree of matching between the selection results and real vehicle usage scenarios, shortening the development cycle of suspension systems, reducing testing and trial-and-error costs, and providing a reliable basis for mass production of suspension systems.

[0007] Optionally, in one embodiment of this application, obtaining vibration data of a vehicle under multiple test conditions includes: identifying the target group of the vehicle; determining multiple user usage conditions based on the target group, and collecting actual road spectrum data of the vehicle under multiple user usage conditions; constructing multiple test conditions based on the multiple user usage conditions; and determining the dynamic load of the vehicle's powertrain mounting system based on the actual road spectrum data under the user usage conditions, so as to serve as vibration data under the corresponding test conditions.

[0008] Based on the above technical means, the embodiments of this application first identify the target group, then determine the user's operating conditions, collect actual road spectrum data, and then determine the vibration data under the test conditions. On the one hand, this makes the test conditions fit the user's driving scenario, avoids the verification deviation caused by idealized general operating conditions, and improves the accuracy of the suspension performance matching to the real road conditions. On the other hand, it regularizes the random actual road spectrum data into stable, repeatable, and comparable dynamic loads, improves the reproducibility of cross-comparison of multi-stiffness samples, shortens the iteration cycle, and reduces development costs.

[0009] Optionally, in one embodiment of this application, the preset test bench includes a fixing fixture, a multi-degree-of-freedom loading mechanism, and an environmental field. The fixing fixture is used to connect the passive end of the suspended sample, and the multi-degree-of-freedom loading mechanism is used to connect the active end of the suspended sample. The preset test bench is input with corresponding vibration data based on the test conditions, and the environmental parameters of the environment in which the preset test bench is located are adjusted based on the preset environmental scenario. This includes: inputting the vibration data corresponding to the test conditions into the multi-degree-of-freedom loading mechanism; and adjusting the environmental parameters of the environmental field according to the preset environmental scenario.

[0010] Based on the above technical means, the embodiments of this application construct a preset test rig using a fixed fixture, a vibration table, a multi-degree-of-freedom loading mechanism, and an environmental field. Vibration data is then input into the multi-degree-of-freedom loading mechanism, and the environmental parameters of the environmental field are adjusted according to the preset environmental scenario. On the one hand, the fixed fixture unifies the installation boundary of the suspension sample, eliminating the interference of installation deviations in actual vehicle testing. On the other hand, the multi-degree-of-freedom loading mechanism reproduces the vibration load corresponding to the test conditions, freeing it from dependence on road testing, reducing testing costs, and improving testing efficiency. At the same time, by changing the environmental field, it achieves coupled simulation of multiple test conditions and multiple environmental scenarios, enhancing the adaptability and reliability of the target suspension sample.

[0011] Optionally, in one embodiment of this application, the environmental field includes a temperature field, a humidity field, and a wind field. Adjusting the environmental parameters of the environmental field according to a preset environmental scenario includes: determining a target temperature, a target humidity, and a target wind force according to the preset environmental scenario; and adjusting the parameters of the temperature field, the humidity field, and the wind field according to the target temperature, the target humidity, and the target wind force, respectively.

[0012] Based on the above technical means, the embodiments of this application first determine the target temperature, target humidity, and target wind force, and then adjust the parameters of the temperature field, humidity field, and wind force field according to the target temperature, target humidity, and target wind force, respectively, to achieve standardization and reproducibility of the environmental scenario, avoid the impact of environmental scenario parameter fluctuations on the test, and through the coordinated control of the temperature field, humidity field, and wind force field, it can simulate the climate change of different seasons and regions in real time, cover the user's vehicle environment, and provide reliable and comprehensive environmental support for the selection of target suspension samples.

[0013] Optionally, in one embodiment of this application, the vibration response data consists of the active-end acceleration data and passive-end acceleration data of the suspension sample under the corresponding test conditions and preset environmental scenarios. Determining the target suspension sample based on the vibration response data of the suspension sample during a real-vehicle simulation test includes: performing time-frequency transformation on the active-end acceleration data and passive-end acceleration data of the suspension sample to obtain the active-end acceleration spectrum and passive-end acceleration spectrum; determining the vibration transmissibility of the suspension sample based on the active-end acceleration spectrum and passive-end acceleration spectrum; determining the vibration isolation rate of the suspension sample based on the vibration transmissibility; and determining one of the multiple suspension samples as the target suspension sample based on the vibration isolation rate.

[0014] Based on the above technical means, the embodiments of this application perform time-frequency transformation on the active end acceleration data and the passive end acceleration data respectively to obtain the active end acceleration spectrum and the passive end acceleration spectrum, then determine the vibration transmissibility of the suspension sample, and then determine the vibration isolation rate of the suspension sample, thereby determining one of the multiple suspension samples as the target suspension sample. This effectively avoids the randomness deviation caused by time domain determination, significantly improves the identification accuracy of the vibration isolation performance differences of suspension samples with different stiffnesses, significantly enhances the repeatability of the selection results, shortens the suspension matching iteration cycle, and ensures the adaptability of the finalized sample.

[0015] Optionally, in one embodiment of this application, the powertrain mounting system includes multiple sets of mounting sample groups with different stiffnesses. Each mounting sample group includes multiple mounting samples. Assembling the mounting samples of the powertrain mounting system onto a preset test bench includes: connecting the fixed ends of the multiple mounting samples in the mounting sample group to corresponding fixing fixtures, and connecting the passive ends of the multiple mounting samples in the mounting sample group to corresponding connection ends of a multi-degree-of-freedom loading mechanism; determining a target mounting sample based on the vibration response data of the mounting samples during real vehicle simulation testing includes: determining the vibration isolation rate of the mounting sample group based on the vibration response data of the mounting sample group during real vehicle simulation testing; determining one mounting sample group from the multiple mounting sample groups as the target mounting sample group based on the vibration isolation rate of the multiple mounting sample groups, and using the multiple mounting samples in the target mounting sample group as the target mounting sample.

[0016] Based on the above technical means, this application embodiment assembles multiple sets of suspension sample groups with different stiffnesses onto a preset test bench, ensuring that the passive and active ends of each suspension sample are precisely connected to the fixed clamps and multi-degree-of-freedom loading mechanisms, respectively, to equivalently restore the installation boundary and stress state of the actual vehicle. By collecting the vibration response data of each set of suspension sample groups, the vibration isolation rate of each group is determined, and target suspension sample groups are selected. Multiple suspension samples within a group are used as target suspension samples, which enhances the fairness of the comparison of different suspension sample groups and the reliability of the selection results, shortens the overall matching and iteration cycle of the suspension system, reduces the development trial and error cost, and ensures that the finalized suspension system has excellent vibration isolation performance and structural stability under multiple working conditions and environments, meeting the NVH performance and durability requirements of the whole vehicle.

[0017] A second aspect of this application provides a production apparatus for a vehicle powertrain mounting system, comprising: an acquisition module for acquiring vibration data of a vehicle under multiple test conditions; a testing module for assembling a powertrain mounting system mounting sample onto a preset test bench, inputting corresponding vibration data to the preset test bench based on the test conditions, and adjusting parameters of the environment of the preset test bench based on a preset environmental scenario to conduct a real-vehicle simulation test on the mounting sample; and a production module for determining a target mounting sample based on the vibration response data of the mounting sample during the real-vehicle simulation test, so as to produce a powertrain mounting system based on the target mounting sample.

[0018] Based on the above technical means, this application embodiment collects vibration data, assembles the suspension sample onto a preset test bench, inputs vibration data and adjusts environmental parameters to achieve accurate reproduction of actual driving scenarios and multi-physics fields. Then, based on the vibration response data, target suspension samples are selected for the production of powertrain suspension systems, realizing independent verification of powertrain suspension systems, improving the controllability and repeatability of suspension performance testing, ensuring a high degree of matching between the selection results and real vehicle usage scenarios, shortening the development cycle of suspension systems, reducing testing and trial-and-error costs, and providing a reliable basis for mass production of suspension systems.

[0019] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement a method for producing a powertrain mounting system for a vehicle as described in the above embodiments.

[0020] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for producing a vehicle powertrain mounting system.

[0021] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, implements the above-described method for producing a vehicle powertrain mounting system.

[0022] This application's embodiments collect vibration data, assemble suspension samples onto a pre-set test bench, input vibration data, and adjust environmental parameters to accurately reproduce actual driving scenarios and multi-physics fields. Then, based on the vibration response data, target suspension samples are selected for the production of powertrain suspension systems. This achieves independent verification of the powertrain suspension system, improves the controllability and repeatability of suspension performance testing, ensures a high degree of matching between the selection results and real-world vehicle usage scenarios, shortens the suspension system development cycle, reduces testing and trial-and-error costs, and provides a reliable basis for mass-produced suspension systems. Therefore, it solves the problem in related technologies where installing suspension samples onto a complete vehicle prototype for road condition simulation leads to limitations imposed by the overall vehicle development schedule, increasing development cycles and testing costs.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating a method for manufacturing a powertrain mounting system for a vehicle according to an embodiment of this application. Figure 2 This is a flowchart illustrating a method for manufacturing a powertrain mounting system for a vehicle according to an embodiment of this application; Figure 3 This is a schematic diagram of a preset test bench provided according to an embodiment of this application; Figure 4 This is a block diagram of a vehicle powertrain mounting system manufacturing apparatus according to an embodiment of this application; Figure 5 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0025] Figure label: 40 - Production unit for vehicle powertrain mounting system; 100 - Acquisition module, 200 - Test module and 300 - Production module; 501 - Memory, 502 - Processor and 503 - Communication interface. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0027] The powertrain mounting system is a crucial component connecting the powertrain to the body and subframe. Its primary function is to isolate vibrations generated by the powertrain and reduce the vibration energy transmitted to the vehicle body and cabin, thereby improving overall vehicle comfort and NVH (Noise, Vibration, and Harshness) performance. In recent years, with the rapid development of the automotive industry, especially the widespread adoption of new energy vehicles (such as pure electric vehicles and hybrid vehicles), the vibration characteristics of the powertrain have become more complex. Coupled with the demands of different usage environments, people have increasingly higher requirements for overall vehicle comfort and NVH performance, making vibration isolation by the mounting system crucial, and thus placing increasingly stringent demands on the vibration isolation requirements of the mounting system. Simultaneously, with intensifying market competition, product iteration and upgrades are progressing at an increasingly rapid pace, and development cycles are becoming shorter, severely compressing product verification time, posing a significant challenge to product development and verification. Vibration isolation development and verification of related suspension systems typically employs whole-vehicle verification. This verification method is limited by various factors, including but not limited to project development cycles, vehicle assembly plans, vehicle transportation cycles, vehicle condition, verification environment, seasonal climate, and weather changes. Furthermore, project assembly and transportation costs are generally high and do not align with current cost reduction and efficiency improvement development practices, easily leading to a loss of product market competitiveness. To address the aforementioned issues with whole-vehicle verification, this application proposes a method, apparatus, and storage medium for producing a vehicle's powertrain suspension system.

[0028] The following description, with reference to the accompanying drawings, describes a method, apparatus, and storage medium for producing a vehicle's powertrain mounting system according to embodiments of this application.

[0029] Figure 1 This is a flowchart of a method for producing a powertrain mounting system for a vehicle according to an embodiment of this application.

[0030] like Figure 1 As shown, the manufacturing method of the powertrain mounting system of this vehicle includes the following steps: In step S101, vibration data of the vehicle under multiple test conditions are acquired.

[0031] Specifically, since bench testing can solve problems such as long vehicle assembly time and long transportation time, which is in line with the current fast-paced product iteration, the powertrain mounting system generation method of this application adopts bench testing to test the performance of the suspension system.

[0032] To conduct bench testing, this application embodiment can first define multiple test conditions based on vehicle speed, load, and road surface conditions. Taking a family-oriented compact SUV (Sport Utility Vehicle) as an example, the multiple test conditions may include, but are not limited to, smooth road surface conditions, bumpy road surface conditions, and cornering driving conditions. Among them, the smooth road surface condition is defined as a standard asphalt straight road surface, with a constant speed of 60 km / h and the vehicle in a half-load state; the bumpy road surface condition is defined as a rough gravel road surface, with a constant speed of 20 km / h and the vehicle in a fully loaded state; and the cornering driving condition is defined as a standard asphalt curve with a radius of 50m, with a constant speed of 30 km / h and the vehicle in a half-load state.

[0033] Taking a compact SUV as an example, this embodiment arranges a mechanical sensor between the active end of the vehicle's suspension (i.e., the powertrain side) and the passive end of the suspension (i.e., the subframe and the body side). The test vehicle is driven under the above-mentioned flat road conditions, bumpy road conditions, and curve driving conditions, and the vibration data of the suspension (time history curves of tension, pressure, and lateral force on the suspension) are measured.

[0034] In step S102, the powertrain mounting system mounting sample is assembled onto a preset test bench, and corresponding vibration data is input to the preset test bench based on the test conditions. The parameters of the environment where the preset test bench is located are adjusted based on the preset environmental scenario, and the mounting sample is subjected to a real vehicle simulation test.

[0035] Specifically, embodiments of this application can utilize a pre-set experimental bench to simulate the vehicle's suspension boundaries. That is, the fixing fixtures of the pre-set experimental bench replace the vehicle's body, subframe, front bulkhead, and other installation environments. The material, mounting hole positions, and bolt torque of the fixing fixtures can be standardized, avoiding the influence of different installation environments on the suspension test results. Embodiments of this application can also utilize an environmental chamber to simulate the vehicle's environmental scenarios, avoiding incomplete verification due to discrepancies between seasonal climate and development plans.

[0036] As an embodiment of this application, this embodiment can set and prepare multiple suspension samples with different static stiffnesses based on the mass, center of gravity position, and NVH of the vehicle powertrain. Taking four suspension samples with different static stiffnesses as an example, this embodiment sets the static stiffness of the first suspension sample to 80 N / mm; the static stiffness of the second suspension sample to 110 N / mm; the static stiffness of the third suspension sample to 140 N / mm; and the static stiffness of the fourth suspension sample to 170 N / mm.

[0037] Continuing with four suspension samples with different static stiffnesses as an example, at the same time, one of the suspension samples (e.g., the first suspension sample with 80 N / mm) is assembled onto the preset test bench, and the corresponding vibration data is input to the preset test bench according to the test conditions. At the same time, the parameters of the environment where the preset test bench is located are adjusted, that is, the temperature, humidity and wind speed of the environmental chamber are adjusted to simulate the climate changes of different seasons and regions, so as to conduct a real vehicle simulation test on the suspension sample. After the measurement of the suspension sample is completed, the suspension sample is replaced with other suspension samples until all four suspension samples are measured.

[0038] As another embodiment of this application, this embodiment can set and prepare multiple sets of suspension samples with different static stiffnesses based on the mass, center of gravity position, and NVH of the vehicle powertrain. Taking three sets of suspension samples with different static stiffnesses, and each set of suspension samples including left suspension, right suspension, and rear suspension as an example, this embodiment sets the static stiffness of the first set of suspension samples to 110 N / mm for left suspension, 110 N / mm for right suspension, and 110 N / mm for rear suspension; sets the static stiffness of the second set of suspension samples to 140 N / mm for left suspension, 140 N / mm for right suspension, and 140 N / mm for rear suspension; and sets the static stiffness of the third set of suspension samples to 170 N / mm for left suspension, 170 N / mm for right suspension, and 170 N / mm for rear suspension.

[0039] Continuing with the example of three sets of suspension samples with different static stiffness, at the same time, one set of suspension samples (such as left suspension 110 N / mm, right suspension 110 N / mm, and rear suspension 110 N / mm) is assembled onto a preset test bench, and the corresponding vibration data is input to the preset test bench according to the test conditions. At the same time, the parameters of the environment where the preset test bench is located are adjusted, that is, the temperature, humidity, and wind speed of the environmental chamber are adjusted to simulate the climate changes of different seasons and regions, so as to conduct a real vehicle simulation test on the set of suspension samples. After the measurement of the set of suspension samples is completed, the set of suspension samples is replaced with other sets of suspension samples until the measurement of all three sets of suspension samples is completed.

[0040] It should be noted that in the embodiments of this application, the number of each set of suspension samples is not fixed as three: left suspension, right suspension, and rear suspension. It can be flexibly adjusted according to the powertrain structure and load-bearing requirements. It can be a three-point support configuration with three suspensions, or it can be expanded to a multi-point support layout with four or more suspensions. This application does not impose any specific restrictions.

[0041] In step S103, a target suspension sample is determined based on the vibration response data of the suspension sample during the real vehicle simulation test, so as to produce the powertrain suspension system based on the target suspension sample.

[0042] Specifically, in this embodiment, a triaxial acceleration sensor can be arranged at the active end of the suspension sample to collect vibration response data (such as acceleration time history curves in the X, Y, and Z directions) of the active end during real vehicle simulation testing, and a triaxial acceleration sensor can be arranged at the passive end of the suspension sample to collect vibration response data (such as acceleration time history curves in the X, Y, and Z directions) of the passive end during real vehicle simulation testing.

[0043] As an embodiment of this application, taking four suspension samples with different static stiffnesses as examples, this embodiment of the application focuses on one of the suspension samples, acquiring the vibration response data of the active end and the passive end of the suspension sample under a test condition (such as a smooth road surface) and an environmental scenario (such as a temperature of 25 ℃, humidity of 30 %RH, and wind speed of 40 km / h), and calculating the vibration isolation rate of the suspension sample under the test condition and the environmental scenario based on the vibration response data of the active end and the passive end. The vibration isolation rate of the suspension sample was weighted and averaged under all test conditions (such as three test conditions) and all environmental scenarios (such as 12 environmental scenarios) to obtain the average vibration isolation rate of the suspension sample. The expression for the average vibration isolation ratio can be, but is not limited to, as follows: , in, The average vibration isolation rate, For the first Various test conditions, For the first Preset environment scenarios, The total number of test conditions, To preset the total number of environmental scenarios, For the first Type of test condition, first Weighting coefficients for various preset environmental scenarios. For the first Type of test condition, first Vibration isolation rate for a preset environmental scenario. .

[0044] Furthermore, in this embodiment of the application, the average vibration isolation rate of the four suspension samples is compared, and the one with the highest average vibration isolation rate is selected as the target suspension sample. In this way, the stiffness parameters of the target suspension sample are solidified into a mass production technical solution for mass production of powertrain suspension systems.

[0045] As another embodiment of this application, taking three sets of suspension samples with different static stiffnesses as examples, this embodiment of the application focuses on one set of suspension samples, acquiring the vibration response data of the active end and the passive end of the suspension samples under a test condition (such as a smooth road surface) and an environmental scenario (such as a temperature of 25 ℃, humidity of 30 %RH, and wind speed of 40 km / h), and calculating the equivalent vibration isolation rate of the suspension samples under the test condition and the environmental scenario based on the vibration response data of the active end and the passive end. The expression for the equivalent vibration isolation ratio can be, but is not limited to, as follows: + + , in, The equivalent vibration isolation rate of a set of suspended samples. The vibration isolation ratio is for the left suspension. The vibration isolation ratio is for the right-mounted suspension. This refers to the vibration isolation rate of the rear suspension. The weighting coefficient for the left overhang. The weighting coefficient for the right-hand suspension. This refers to the weighting coefficient for the subsequent suspension.

[0046] Furthermore, in this embodiment of the application, the equivalent vibration isolation rate of the group of suspension samples under all test conditions (such as three test conditions) and all environmental scenarios (such as 12 environmental scenarios) is weighted and averaged to obtain the average vibration isolation rate of the group of suspension samples. Then, by comparing the average vibration isolation rates of the three groups of suspension samples, the group with the highest average vibration isolation rate is selected as the target suspension sample group, thereby solidifying the stiffness parameters of the target suspension sample group into a mass production technical solution for mass production of powertrain suspension systems.

[0047] It should be noted that in the embodiments of this application, the static stiffness of each group of suspended specimens is not fixed and consistent. Different static stiffness combinations can be used, such as 90 N / mm for the left suspension, 130 N / mm for the right suspension, and 110 N / mm for the rear suspension. This type of asymmetric stiffness combination can also complete the bench test according to the aforementioned test procedure of this application, calculate the vibration isolation rate of a suspension specimen, and calculate the equivalent vibration isolation rate and average vibration isolation rate of a group of suspension specimens, thereby achieving the optimal selection.

[0048] In one embodiment of this application, obtaining vibration data of a vehicle under multiple test conditions includes: identifying the target group of the vehicle; determining multiple user usage conditions based on the target group, and collecting actual road spectrum data of the vehicle under multiple user usage conditions; constructing multiple test conditions based on the multiple user usage conditions; and determining the dynamic load of the vehicle's powertrain mounting system based on the actual road spectrum data under the user usage conditions, as vibration data under the corresponding test conditions.

[0049] Specifically, the target audience refers to the user group that the vehicle is positioned to serve in the market. The vehicle's operating conditions are determined based on the target audience's usage scenarios. Taking a family compact SUV as an example, its target audience is urban family users aged 25-45. Their usage scenarios are urban commuting and suburban travel, mainly driving on standard asphalt roads, and rarely involving off-road or extreme road conditions. Therefore, the corresponding test conditions are mainly smooth roads, bumpy roads, and curves.

[0050] User usage conditions refer to standardized scenarios categorized based on the vehicle usage scenarios of the target group. These scenarios may include, but are not limited to, vehicle speed conditions, load conditions, and road surface conditions. Taking a family compact SUV as an example, user usage conditions are: smooth road conditions (standard asphalt straight road, constant speed of 60 km / h, vehicle half-loaded), bumpy road conditions (rough gravel road, constant speed of 20 km / h, vehicle fully loaded), and curve driving conditions (standard asphalt curve with a radius of 50 m, constant speed of 30 km / h, vehicle half-loaded).

[0051] Actual road spectrum data refers to vibration data (time history curves of tension, compression, and lateral forces experienced by the suspension) collected under real-world road conditions and for multiple user operating conditions. This data is obtained by placing mechanical sensors between the active and passive ends of the powertrain suspension. Continuing with the example of a compact SUV, mechanical sensors are placed between the powertrain side and the body side of the compact SUV to collect 120-second time history curves of tension, compression, and lateral forces, which are then used as actual road spectrum data.

[0052] Dynamic load refers to the excitation data extracted after preprocessing the actual road spectrum data, such as detrending, filtering, and steady-state segment extraction, which is used to reproduce the load borne by the suspension under the user's operating conditions on a preset test bench.

[0053] Continuing with the example of a family-oriented compact SUV, this embodiment first identifies the target user group of the vehicle, namely urban family users aged 25-45. Based on this target user group, the user's driving conditions are determined, namely: smooth road conditions (standard asphalt road, constant speed of 60 km / h, vehicle half-loaded), bumpy road conditions (rough gravel road, constant speed of 20 km / h, vehicle fully loaded), and cornering conditions (standard asphalt curve with a radius of 50 m, constant speed of 30 km / h, vehicle half-loaded). These conditions are used as test conditions. Mechanical sensors are arranged between the powertrain side and the body side of the family-oriented compact SUV to collect 120-second time-history curves of tension, pressure, and lateral force as actual road spectrum data. The actual road spectrum data is then processed by detrending, filtering, and steady-state segment extraction to remove invalid transient interference. This data is then mapped to the dynamic load of the powertrain mounting system as vibration data for the test conditions.

[0054] This application's embodiments first identify the target population, then determine the user's operating conditions, collect actual road spectrum data, and then determine the vibration data under the test conditions. On the one hand, this makes the test conditions fit the user's driving scenario, avoiding the verification deviation caused by idealized general operating conditions, and improving the accuracy of the suspension performance matching to real road conditions. On the other hand, it normalizes the random actual road spectrum data into stable, repeatable, and comparable dynamic loads, improving the reproducibility of cross-comparison of multi-stiffness samples, shortening the iteration cycle, and reducing development costs.

[0055] In one embodiment of this application, the preset test rig includes a fixing fixture, a multi-degree-of-freedom loading mechanism, and an environmental field. The fixing fixture is used to connect the passive end of the suspended sample, and the multi-degree-of-freedom loading mechanism is used to connect the active end of the suspended sample. Vibration data corresponding to the test conditions is input to the preset test rig, and parameters of the environment in which the preset test rig is located are adjusted based on a preset environmental scenario. This includes: inputting the vibration data corresponding to the test conditions into the multi-degree-of-freedom loading mechanism; and adjusting the environmental parameters of the environmental field according to the preset environmental scenario.

[0056] like Figure 2As shown in the embodiment of this application, a preset test rig capable of simulating multi-physics coupling can be established. This preset test rig includes a fixed fixture, a vibration table, a multi-degree-of-freedom loading mechanism, and an environmental field to ensure the controllability, repeatability, and efficiency of the test. The vibration table is a rigid load-bearing platform used to mount the fixed fixture. The fixed fixture is bolted to the vibration table and connected to the passive end of the suspension sample, simulating installation boundaries such as the vehicle body and subframe. The multi-degree-of-freedom loading mechanism is connected to the active end of the suspension sample, receiving vibration data corresponding to the test conditions and converting this vibration data into dynamic loads under user operating conditions, simulating vibrations on the powertrain side. The environmental field includes a temperature field, a humidity field, and a wind field, used to adjust the environmental scenario. The passive end of the suspension sample is fixed to the fixed fixture with bolts, while the active end of the suspension sample is fixed to the multi-degree-of-freedom loading mechanism with bolts. Those skilled in the art can efficiently replace the suspension sample by tightening or loosening the bolts.

[0057] Combination Figure 2 Taking a set of suspension samples with 110 N / mm on the left, 110 N / mm on the right, and 110 N / mm on the rear as an example, this embodiment first connects the passive ends of the three suspension samples to a fixed fixture and their active ends to a multi-degree-of-freedom loading mechanism. Accelerometers are then placed on the passive ends of the three suspension samples. A preset environmental scenario is selected, assuming it is a normal temperature, dry, medium-speed scenario with a temperature of 25 ℃, humidity of 30 %RH, and wind speed of 60 km / h. After the environmental parameters stabilize, vibration data corresponding to multiple test conditions are input into the multi-degree-of-freedom loading mechanism, and vibration response data corresponding to multiple test conditions under this environmental scenario are obtained. Based on this, this embodiment can adjust the environmental scenario, such as adjusting the temperature to 40 ℃. After another environmental parameter stabilizes, vibration data corresponding to multiple test conditions are input into the multi-degree-of-freedom loading mechanism again, and vibration response data corresponding to multiple test conditions under another environmental scenario are obtained.

[0058] This application embodiment constructs a pre-set test rig using a fixed fixture, a vibration table, a multi-degree-of-freedom loading mechanism, and an environmental field. Vibration data is then input into the multi-degree-of-freedom loading mechanism, and the environmental parameters of the environmental field are adjusted according to a pre-set environmental scenario. On the one hand, the fixed fixture unifies the installation boundary of the suspension sample, eliminating installation deviation interference from actual vehicle testing. On the other hand, the multi-degree-of-freedom loading mechanism reproduces the vibration load corresponding to the test conditions, freeing it from dependence on road testing, reducing testing costs, and improving testing efficiency. At the same time, by changing the environmental field, it achieves coupled simulation of multiple test conditions and multiple environmental scenarios, enhancing the adaptability and reliability of the target suspension sample.

[0059] In one embodiment of this application, the environmental field includes a temperature field, a humidity field, and a wind field. Adjusting the environmental parameters of the environmental field according to a preset environmental scenario includes: determining a target temperature, a target humidity, and a target wind force according to the preset environmental scenario; and adjusting the parameters of the temperature field, the humidity field, and the wind field according to the target temperature, the target humidity, and the target wind force, respectively.

[0060] Specifically, a temperature field refers to a spatial temperature distribution environment within an environmental chamber that is controlled by a refrigeration or heating system and can be stably maintained at a target temperature. It is used to simulate temperature conditions in different seasons and regions. For example, the temperature range of the temperature field can be set to -40 ℃ to +80 ℃.

[0061] A humidity field refers to a spatial humidity distribution environment that is stably maintained at a target humidity level within an environmental chamber through humidification or dehumidification systems. It is used to simulate humidity conditions in different seasons and regions. For example, the humidity range of a humidity field can be set from 10% RH to 95% RH.

[0062] A wind field refers to an airflow environment that is stably maintained at the target wind speed within an environmental chamber through the regulation of wind turbines. It is used to simulate wind conditions in different seasons and regions. For example, the wind field can be quantified by wind speed, and the wind speed range can be set from 0 to 140 km / h.

[0063] The target temperature refers to the temperature value that is accurately reproduced in the environmental chamber based on the preset environmental scenario. It is the target value for temperature field control. For example, in the temperature range of -40 ℃ to +80 ℃, when the target temperature is 25 ℃, it simulates a normal temperature environment; when the target temperature is 40 ℃, it simulates a high temperature environment; and when the target temperature is -20 ℃, it simulates a low temperature environment.

[0064] Target humidity refers to the humidity value that is accurately reproduced in the environmental chamber based on the preset environmental scenario. It is the target value for humidity field control. For example, in the humidity range of 10% RH to 95% RH, the target humidity is 30% RH to simulate a dry environment; the target humidity is 80% RH to simulate a humid environment.

[0065] Target wind force refers to the wind force value that is accurately reproduced in the environmental chamber based on a preset environmental scenario. It is the target value for wind field control. For example, when the wind field is quantified by wind speed and the wind speed range is 0 to 140 km / h, the target wind force is 60 km / h to simulate medium-speed driving; the target wind force is 100 km / h to simulate high-speed driving.

[0066] Based on the above concepts, taking a preset environmental scenario of normal temperature, dryness, and medium speed as an example, the embodiments of this application can first determine the target temperature, target humidity, and target wind speed, namely, the target temperature is 25 ℃, the target humidity is 30 %RH, and the target wind speed is 60 km / h. Then, according to the above values, the cooling or heating system is adjusted to adjust the temperature field to the target temperature of 25 ℃, the humidification or dehumidification system is adjusted to adjust the humidity field to the target humidity of 30 %RH, and the fan unit is adjusted to adjust the wind speed field to the target wind speed of 60 km / h.

[0067] This application embodiment first determines the target temperature, target humidity, and target wind force, and then adjusts the parameters of the temperature field, humidity field, and wind force field according to the target temperature, target humidity, and target wind force, respectively. This achieves the standardization and reproducibility of the environmental scenario, avoids the impact of environmental scenario parameter fluctuations on the test, and through the coordinated control of the temperature field, humidity field, and wind force field, it can simulate the climate change of different seasons and regions in real time, covering the user's vehicle environment, and providing reliable and comprehensive environmental support for the selection of target suspension samples.

[0068] In one embodiment of this application, the vibration response data consists of the active-end acceleration data and passive-end acceleration data of the suspension sample under corresponding test conditions and preset environmental scenarios. Determining the target suspension sample based on the vibration response data of the suspension sample during a real-vehicle simulation test includes: performing time-frequency transformation on the active-end acceleration data and passive-end acceleration data of the suspension sample to obtain the active-end acceleration spectrum and passive-end acceleration spectrum; determining the vibration transmissibility of the suspension sample based on the active-end acceleration spectrum and passive-end acceleration spectrum; determining the vibration isolation rate of the suspension sample based on the vibration transmissibility; and determining one of multiple suspension samples as the target suspension sample based on the vibration isolation rate.

[0069] Specifically, active-end acceleration data refers to the sequence of vibration acceleration changes over time measured at the active end of the suspended sample under the corresponding test conditions and preset environmental scenarios. Taking a static stiffness of 110 N / mm as an example, a three-axis acceleration sensor is set at the active end of the suspended sample, and the acceleration time history curves of the X, Y, and Z directions of the suspended sample can be measured by continuously sampling for 120 s.

[0070] The passive end acceleration data is obtained under the corresponding test conditions and preset environmental scenarios. The suspended sample is subjected to passive excitation, and the vibration acceleration sequence measured at the passive end is obtained over time. Taking the static stiffness of the suspended sample as 110 N / mm as an example, a three-axis accelerometer is set at the passive end of the suspended sample. The acceleration time history curves of the X, Y and Z directions of the suspended sample can be measured by continuously sampling for 120 s.

[0071] Based on the above concepts, taking four suspension samples with different static stiffnesses as examples, in this embodiment of the application, the static stiffness of the first suspension sample is set to 80 N / mm; the static stiffness of the second suspension sample is set to 110 N / mm; the static stiffness of the third suspension sample is set to 140 N / mm; and the static stiffness of the fourth suspension sample is set to 170 N / mm.

[0072] First, the first suspension sample is assembled onto a pre-set test bench, and accelerometers are installed at both the active and passive ends of the first suspension sample. Under the corresponding test conditions and a pre-set environmental scenario, the accelerometers installed at the active and passive ends synchronously collect acceleration data. Then, Fourier transforms are performed on the collected acceleration data to convert the time-domain signals into frequency-domain signals, thus obtaining the acceleration spectrum of the active end. and passive end acceleration spectrum Then, the vibration transmissibility of the suspended sample is determined based on the acceleration spectrum of the active end and the acceleration spectrum of the passive end. The expression for vibration transmissibility can be, but is not limited to, as follows: , in, For the first Various test conditions, For the first Preset environment scenarios, For the first Type of test condition, first Vibration transmissibility in a pre-defined environmental scenario For the first Type of test condition, first The active-end acceleration spectrum of a preset environmental scenario, For the first Type of test condition, first The passive end acceleration spectrum of a preset environmental scenario. The smaller the vibration transmissibility value, the better the vibration isolation performance of the suspended sample; the larger the vibration transmissibility value, the worse the vibration isolation performance of the suspended sample.

[0073] Furthermore, in this embodiment of the application, the vibration isolation rate of the first suspended sample under the test condition and the preset environmental scenario is determined based on the calculated vibration transmissibility. The expression for the vibration isolation ratio can be, but is not limited to, as follows: , in, For the first Type of test condition, first Vibration isolation rate for a given environmental scenario For the first Type of test condition, first The vibration transmissibility of a pre-defined environmental scenario. When the vibration transmissibility... When, vibration isolation rate This indicates that the suspended sample can isolate 80% of the vibration. The higher the vibration isolation rate, the better the vibration isolation performance of the suspended sample; the lower the vibration transmissibility rate, the worse the vibration isolation performance of the suspended sample.

[0074] Similarly, in this embodiment of the application, the vibration isolation rate of the first suspension sample is obtained under each test condition and environmental scenario, and then the vibration isolation rate under all test conditions and all environmental scenarios is weighted and averaged to obtain the average vibration isolation rate of the first suspension sample.

[0075] Similarly, following the same method for obtaining the average vibration isolation rate of the first suspension sample, the average vibration isolation rates of the second, third, and fourth suspension samples are obtained respectively. Then, the average vibration isolation rates of the four suspension samples are compared, and the one with the highest average vibration isolation rate is selected as the target suspension sample.

[0076] This application embodiment obtains the active-end acceleration spectrum and the passive-end acceleration spectrum by performing time-frequency transformation on the active-end acceleration data and the passive-end acceleration data respectively, then determines the vibration transmissibility of the suspension sample, calculates the vibration isolation rate of the suspension sample, and thus determines one of the multiple suspension samples as the target suspension sample. This effectively avoids the randomness bias caused by time-domain determination, significantly improves the identification accuracy of the vibration isolation performance differences of suspension samples with different stiffnesses, significantly enhances the repeatability of the selection results, shortens the suspension matching iteration cycle, and ensures the adaptability of the finalized sample.

[0077] In one embodiment of this application, the powertrain mounting system includes multiple sets of mounting sample groups with different stiffnesses. Each mounting sample group includes multiple mounting samples. Assembling the mounting samples of the powertrain mounting system onto a preset test bench includes: connecting the fixed ends of the multiple mounting samples in the mounting sample group to corresponding fixing fixtures, and connecting the passive ends of the multiple mounting samples in the mounting sample group to corresponding connection ends of a multi-degree-of-freedom loading mechanism; determining a target mounting sample based on the vibration response data of the mounting samples during a real vehicle simulation test includes: determining the vibration isolation rate of the mounting sample group based on the vibration response data of the mounting sample group during a real vehicle simulation test; determining one of the multiple mounting sample groups as the target mounting sample group based on the vibration isolation rate of the multiple mounting sample groups, and using the multiple mounting samples in the target mounting sample group as the target mounting sample.

[0078] Specifically, taking three groups of suspension samples with different static stiffnesses, each group of suspension samples including a left suspension, a right suspension, and a rear suspension as an example, the embodiments of this application set the static stiffness of the first group of suspension samples to 110 N / mm for the left suspension, 110 N / mm for the right suspension, and 110 N / mm for the rear suspension; set the static stiffness of the second group of suspension samples to 140 N / mm for the left suspension, 140 N / mm for the right suspension, and 140 N / mm for the rear suspension; and set the static stiffness of the third group of suspension samples to 170 N / mm for the left suspension, 170 N / mm for the right suspension, and 170 N / mm for the rear suspension.

[0079] First, assemble the left, right, and rear suspension components of the first set of suspension samples onto the pre-set test bench, such as... Figure 2 As shown, accelerometers are installed at both the active and passive ends of each suspension sample. Under the corresponding test conditions and preset environmental scenarios, for each suspension sample in the suspension sample group, the active and passive acceleration data are simultaneously collected. Then, Fourier transforms are performed on the collected active and passive acceleration data to convert the time-domain signals into frequency-domain signals, obtaining the active-end acceleration spectrum and the passive-end acceleration spectrum. The vibration transmissibility of each suspension sample is then determined based on the active-end acceleration spectrum and the passive-end acceleration spectrum. The vibration isolation rate of each suspension sample is calculated based on the vibration transmissibility, for example, using the formula mentioned above. The vibration isolation rate of each suspended sample is calculated.

[0080] Then, based on the vibration isolation rates of the left, right, and rear suspensions in the first group of suspension samples, the equivalent vibration isolation rate of the first group of suspension samples under the test conditions and preset environmental scenarios is calculated. For example, the average value of the vibration isolation rates of the left, right, and rear suspensions can be used as the equivalent vibration isolation rate of the suspension sample group.

[0081] Similarly, the equivalent vibration isolation rate of the first group of suspended samples under each test condition and environmental scenario is obtained. Then, the equivalent vibration isolation rate under all test conditions and all environmental scenarios is weighted and averaged to obtain the average vibration isolation rate of the first group of suspended samples.

[0082] Similarly, following the same method for obtaining the average vibration isolation rate of the first group of suspension samples, the average vibration isolation rates of the second and third groups of suspension samples are obtained respectively. Then, the average vibration isolation rates of the three groups of suspension samples are compared, and the group with the highest average vibration isolation rate is selected as the target suspension sample group. Multiple suspension samples in the target suspension sample group are then used as target suspension samples.

[0083] This application embodiment assembles multiple sets of suspension sample groups with different stiffnesses onto a preset test bench, ensuring that the passive and active ends of each suspension sample are precisely connected to the fixed clamps and multi-degree-of-freedom loading mechanisms, respectively, to equivalently reproduce the installation boundary and stress state of the actual vehicle. By collecting the vibration response data of each set of suspension sample groups, the vibration isolation rate of each group is determined, and target suspension sample groups are selected. Multiple suspension samples within a group are used as target suspension samples, which enhances the fairness of the comparison between different suspension sample groups and the reliability of the selection results, shortens the overall matching and iteration cycle of the suspension system, reduces the development trial and error cost, and ensures that the finalized suspension system has excellent vibration isolation performance and structural stability under multiple working conditions and environments, meeting the NVH performance and durability requirements of the whole vehicle.

[0084] As a specific embodiment of this application, such as Figure 3 As shown, the manufacturing method of the powertrain mounting system of this vehicle includes the following steps: S301, Determine the test conditions.

[0085] In this embodiment, the target group of the vehicle can be identified first, and then the user's operating conditions can be determined based on the target group of the vehicle, namely, the smooth road surface condition, the bumpy road surface condition, and the curve driving condition, which are used as test conditions. The test conditions include vehicle speed conditions, load conditions, and road surface conditions.

[0086] S302, acquire vibration data under test conditions.

[0087] In this embodiment, the actual road spectrum data under user operating conditions is obtained through sensors or other acquisition devices. After detrending, filtering and steady-state segment truncation processing of the actual road spectrum data, dynamic load is obtained as vibration data of the test condition.

[0088] S303, prepare multiple sets of suspension samples with different static stiffness.

[0089] In this embodiment, multiple sets of suspension samples with different static stiffnesses are prepared according to the design requirements of the suspension. Taking three sets of suspension samples with different static stiffnesses, and each set of suspension samples includes a left suspension, a right suspension, and a rear suspension as an example, the static stiffness of the first set is set to 110 N / mm for the left suspension, 110 N / mm for the right suspension, and 110 N / mm for the rear suspension; the static stiffness of the second set is set to 140 N / mm for the left suspension, 140 N / mm for the right suspension, and 140 N / mm for the rear suspension; and the static stiffness of the third set is set to 170 N / mm for the left suspension, 170 N / mm for the right suspension, and 170 N / mm for the rear suspension.

[0090] S304, assemble the powertrain suspension system mounting sample onto the preset test bench.

[0091] In this embodiment, a group of suspended samples are assembled onto a preset test bench at the same time. For each suspended sample in the group, the active end of the suspended sample is connected to a multi-degree-of-freedom loading mechanism, and the passive end of the suspended sample is connected to a fixed fixture. A three-degree-of-freedom accelerometer is configured on the active end of the suspended sample and on the passive end of the suspended sample.

[0092] S305, conducts real-vehicle simulation tests on the suspension sample.

[0093] In this embodiment, the preset temperature, preset humidity, and preset wind speed of the environmental field are first set. Then, under the preset environmental scenario, the vibration data corresponding to multiple test conditions are input into the multi-degree-of-freedom loading mechanism, and the vibration response data corresponding to multiple test conditions under the environmental scenario are obtained. Based on this, this embodiment can adjust the environmental field parameters (i.e., temperature, humidity, and wind speed). After another environmental field parameter stabilizes, the vibration data corresponding to multiple test conditions are input into the multi-degree-of-freedom loading mechanism again, and the vibration response data of multiple test conditions under another environmental scenario (i.e., the acceleration time history curves of the active end in the X, Y, and Z directions and the acceleration time history curves of the passive end in the X, Y, and Z directions) are obtained.

[0094] S306, Determine the target suspension sample based on vibration response data.

[0095] In this embodiment, for a group of suspended samples, active-end acceleration data and passive-end acceleration data are simultaneously acquired. Then, time-frequency transformation is performed on the active-end and passive-end acceleration data to obtain the active-end acceleration spectrum and the passive-end acceleration spectrum. The vibration transmissibility of the suspended sample is determined based on the active-end and passive-end acceleration spectra, and the vibration isolation rate is determined based on the vibration transmissibility. Thus, the equivalent vibration isolation rate of the group of suspended samples under a test condition and an environmental scenario is calculated. The equivalent vibration isolation rate of this group of suspension samples under all test conditions and all environmental scenarios is weighted and averaged to obtain the average vibration isolation rate of this group of suspension samples. After obtaining the average vibration isolation rate of this group of suspension samples, this group of suspension samples is replaced with other groups of suspension samples, and the average vibration isolation rate of the other groups of suspension samples is determined. Then, the average vibration isolation rates of the three groups of suspension samples are compared, and the group with the highest average vibration isolation rate is selected as the target suspension sample group. Multiple suspension samples in the target suspension sample group are used as target suspension samples.

[0096] S307, Producing powertrain suspension systems based on target suspension prototypes.

[0097] In this application embodiment, the stiffness parameters of the target suspension sample group are solidified into a mass production technical solution for mass production of powertrain suspension systems.

[0098] The powertrain mounting system production method for vehicles proposed in this application involves collecting vibration data, assembling mounting samples onto a pre-set test bench, inputting vibration data, and adjusting environmental parameters to accurately reproduce actual driving scenarios and multi-physics fields. Target mounting samples are then selected based on the vibration response data for the production of the powertrain mounting system. This enables independent verification of the powertrain mounting system, improves the controllability and repeatability of mounting performance testing, ensures a high degree of matching between the selection results and real-world driving scenarios, shortens the mounting system development cycle, reduces testing and trial-and-error costs, and provides a reliable basis for mass production of the mounting system. This solves the problem in related technologies where mounting samples are installed on a prototype vehicle for road condition simulation, leading to limitations imposed by the overall vehicle development schedule and increased development cycle and testing costs.

[0099] Next, with reference to the accompanying drawings, a production apparatus for a vehicle powertrain mounting system according to an embodiment of this application is described.

[0100] Figure 4 This is a block diagram of a vehicle powertrain mounting system manufacturing apparatus provided according to an embodiment of this application.

[0101] like Figure 4 As shown, the powertrain mounting system production device 40 of the vehicle includes: an acquisition module 100, a testing module 200, and a production module 300.

[0102] The acquisition module 100 is used to acquire vibration data of the vehicle under multiple test conditions.

[0103] The test module 200 assembles the powertrain mounting system mounting sample onto a preset test bench, inputs corresponding vibration data to the preset test bench based on the test conditions, and adjusts the parameters of the environment where the preset test bench is located based on the preset environmental scenario to conduct a real vehicle simulation test on the mounting sample.

[0104] Production module 300 is used to determine the target suspension sample based on the vibration response data of the suspension sample during the real vehicle simulation test, so as to produce the powertrain suspension system based on the target suspension sample.

[0105] Optionally, in one embodiment of this application, the acquisition module 100 includes: an identification unit, a collection unit, a construction unit, and a first determination unit.

[0106] The identification unit is used to identify the target group of people in the vehicle.

[0107] The data acquisition unit is used to determine the usage conditions of multiple users based on the target population and to collect actual road spectrum data of vehicles under the usage conditions of multiple users.

[0108] The building unit is used to build multiple test cases based on the usage conditions of multiple users.

[0109] The first determining unit is used to determine the dynamic load of the vehicle's powertrain mounting system based on the actual road spectrum data under the user's operating conditions, so as to serve as the vibration data under the corresponding test conditions.

[0110] Optionally, in one embodiment of this application, the test module 200 includes an input unit and an adjustment unit.

[0111] The input unit is used to input the vibration data corresponding to the test conditions into the multi-degree-of-freedom loading mechanism.

[0112] The adjustment unit is used to adjust the environmental parameters of the environmental field according to the preset environmental scenario.

[0113] Optionally, in one embodiment of this application, the adjustment unit includes: a determining subunit and an adjusting subunit.

[0114] The determination sub-unit is used to determine the target temperature, target humidity, and target wind force based on the preset environmental scenario.

[0115] The adjustment subunit is used to adjust the parameters of the temperature field, humidity field, and wind field according to the target temperature, target humidity, and target wind force, respectively.

[0116] Optionally, in one embodiment of this application, the test module 200 includes: a generation unit, a second determination unit, a third determination unit, and a fourth determination unit.

[0117] The generation unit is used to perform time-frequency transformation on the active-end acceleration data and passive-end acceleration data of the suspended sample to obtain the active-end acceleration spectrum and the passive-end acceleration spectrum.

[0118] The second determining unit is used to determine the vibration transmissibility of the suspended sample based on the acceleration spectrum of the active end and the acceleration spectrum of the passive end.

[0119] The third determining unit is used to determine the vibration isolation rate of the suspended sample based on the vibration transmissibility.

[0120] The fourth determining unit is used to determine one of the multiple suspension samples as the target suspension sample based on the vibration isolation rate.

[0121] Optionally, in one embodiment of this application, the production module 300 includes a fifth determining unit and a sixth determining unit.

[0122] The fifth determining unit is used to determine the vibration isolation rate of the suspension sample group based on the vibration response data during the actual vehicle simulation test in the suspension sample group.

[0123] The sixth determining unit is used to determine one of the multiple suspension sample groups as the target suspension sample group based on the vibration isolation rate of the multiple suspension sample groups, and to use multiple suspension samples in the target suspension sample group as target suspension samples.

[0124] It should be noted that the foregoing explanation of the embodiment of the powertrain mounting system manufacturing method for vehicles also applies to the powertrain mounting system manufacturing apparatus of the vehicle in this embodiment, and will not be repeated here.

[0125] The powertrain mounting system production apparatus for vehicles proposed in this application collects vibration data, assembles mounting samples onto a preset test bench, inputs vibration data, and adjusts environmental parameters to accurately reproduce actual driving scenarios and multi-physics fields. Then, based on the vibration response data, target mounting samples are selected for the production of powertrain mounting systems. This enables independent verification of the powertrain mounting system, improves the controllability and repeatability of mounting performance testing, ensures a high degree of matching between the selection results and real-world vehicle usage scenarios, shortens the mounting system development cycle, reduces testing and trial-and-error costs, and provides a reliable basis for mass production of mounting systems. This solves the problem in related technologies where mounting samples are installed on a prototype vehicle for road condition simulation, leading to limitations imposed by the overall vehicle development schedule, increased development cycle, and higher testing costs.

[0126] Figure 5 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application. The vehicle may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0127] When processor 502 executes the program, it implements the vehicle powertrain mounting system manufacturing method provided in the above embodiments.

[0128] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0129] The memory 501 is used to store computer programs that can run on the processor 502.

[0130] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0131] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0132] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0133] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0134] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for producing a vehicle powertrain mounting system.

[0135] This application also provides a computer program product, including a computer program that, when executed, implements the above-described method for producing a vehicle powertrain mounting system.

[0136] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0137] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0138] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0139] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0140] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0141] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0142] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0143] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for manufacturing a powertrain mounting system for a vehicle, characterized in that, Includes the following steps: Acquire vibration data of the vehicle under multiple test conditions; The powertrain mounting system mounting sample is assembled onto a preset test bench, and the corresponding vibration data is input to the preset test bench based on the test conditions. The parameters of the environment where the preset test bench is located are adjusted based on the preset environmental scenario, and the mounting sample is subjected to a real vehicle simulation test. Based on the vibration response data of the suspension sample during the real vehicle simulation test, a target suspension sample is determined, and the powertrain suspension system is produced based on the target suspension sample.

2. The method according to claim 1, characterized in that, The acquisition of vibration data of the vehicle under multiple test conditions includes: Identify the target group for the vehicle; Based on the target population, multiple user usage conditions are determined, and the actual road spectrum data of the vehicle under the multiple user usage conditions are collected; Multiple test scenarios are constructed based on multiple user usage scenarios; The dynamic load of the vehicle's powertrain mounting system is determined based on the actual road spectrum data under the user's operating conditions, and used as vibration data under the corresponding test conditions.

3. The method according to claim 1, characterized in that, The preset test bench includes a fixing fixture, a multi-degree-of-freedom loading mechanism, and an environmental field. The fixing fixture is used to connect the passive end of the suspended sample, and the multi-degree-of-freedom loading mechanism is used to connect the active end of the suspended sample. Based on the test conditions, corresponding vibration data is input to the preset test bench, and parameters of the environment in which the preset test bench is located are adjusted based on a preset environmental scenario, including: The vibration data corresponding to the test conditions are input into the multi-degree-of-freedom loading mechanism; The environmental parameters of the environmental field are adjusted according to the preset environmental scenario.

4. The method according to claim 3, characterized in that, The environmental field includes a temperature field, a humidity field, and a wind field. The environmental parameters of the environmental field are adjusted according to a preset environmental scenario, including: Determine the target temperature, target humidity, and target wind speed based on the preset environmental scenario; The parameters of the temperature field, humidity field, and wind field are adjusted according to the target temperature, the target humidity, and the target wind force, respectively.

5. The method according to claim 3, characterized in that, The vibration response data consists of the active and passive acceleration data of the suspension sample under the corresponding test conditions and preset environmental scenarios. The target suspension sample is determined based on the vibration response data of the suspension sample during the real-vehicle simulation test, including: Time-frequency transformations were performed on the active-end acceleration data and passive-end acceleration data of the suspended sample to obtain the active-end acceleration spectrum and the passive-end acceleration spectrum, respectively. The vibration transmissivity of the suspended sample is determined based on the acceleration spectrum of the active end and the acceleration spectrum of the passive end. The vibration isolation rate of the suspended sample is determined based on the vibration transmissibility. Based on the vibration isolation rate, one of the multiple suspension samples is determined as the target suspension sample.

6. The method according to claim 5, characterized in that, The powertrain mounting system includes multiple sets of mounting sample groups with different stiffnesses. Each mounting sample group includes multiple mounting samples. The mounting samples of the powertrain mounting system are assembled onto a pre-set test bench, including: The fixed ends of multiple suspended specimens in the suspension specimen group are respectively connected to the corresponding fixed clamps, and the passive ends of multiple suspended specimens in the suspension specimen group are respectively connected to the corresponding connection ends of the multi-degree-of-freedom loading mechanism. The target suspension sample is determined based on the vibration response data of the suspension sample during the actual vehicle simulation test, including: The vibration isolation rate of the suspension sample group is determined based on the vibration response data during the actual vehicle simulation test in the suspension sample group. Based on the vibration isolation rate of the multiple suspension sample groups, one of the multiple suspension sample groups is determined as the target suspension sample group, and multiple suspension samples in the target suspension sample group are used as the target suspension samples.

7. A production apparatus for a vehicle powertrain mounting system, characterized in that, include: The acquisition module is used to acquire vibration data of the vehicle under multiple test conditions; The testing module assembles the powertrain mounting system mounting sample onto a preset test bench, inputs corresponding vibration data to the preset test bench based on the test conditions, and adjusts the parameters of the environment where the preset test bench is located based on a preset environmental scenario, and performs a real vehicle simulation test on the mounting sample. The production module is used to determine a target suspension sample based on the vibration response data of the suspension sample during the real vehicle simulation test, so as to produce the powertrain suspension system based on the target suspension sample.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the powertrain mounting system manufacturing method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by a processor to implement the powertrain mounting system manufacturing method as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, The computer program is executed to implement the powertrain mounting system manufacturing method as described in any one of claims 1-6.

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