Automobile spring matching simulation method and system

Abstract

This invention discloses a method and system for simulating automotive spring matching, belonging to the field of automotive R&D. The method includes: acquiring a known vehicle parameter set, an actual spring parameter set, a parameter set of the vehicle to be matched, and a target spring parameter set; calculating a coarse-screened spring parameter set based on the target and actual spring parameter sets; and performing branch simulation calculations on the coarse-screened spring parameter set to obtain the final spring parameter set, thus completing the automotive spring matching simulation process. The branch simulation calculations involve classifying the known and target vehicle parameter sets based on differences in hard points and whether the spring structures are both C-type or non-C-type springs. After classification, half-load simulation, zero-wheel jump simulation, or parallel wheel jump simulation are performed. The final spring parameter set is obtained based on the simulation results and preset simulation requirements. This invention's method for simulating automotive spring matching can effectively improve the efficiency and reliability of automotive spring matching simulation.

Description

Technical Field

[0001] This invention belongs to the field of automotive research and development, and in particular relates to a simulation method for matching automotive springs. Background Technology

[0002] Suspension springs in a car chassis are core elastic components that bear the vehicle's weight, cushion road surface impacts, and maintain the vehicle's posture. Their stiffness, free length, and preload characteristics directly determine the vehicle's skew frequency, wheel hop, and overall layout parameters. With the advancement of automotive platform strategies and the rapid expansion of vehicle models, to avoid a surge in procurement, manufacturing, and inventory costs due to redundant spring types, prioritizing the reuse of mature springs from existing models, while meeting overall vehicle performance specifications, has become a common industry strategy for cost reduction and efficiency improvement.

[0003] Existing spring matching simulations typically begin with manual parameter screening, followed by simulation verification of the selected springs. Early methods relied heavily on engineers manually comparing spring stiffness and free length based on target axle loads and ideal parameters. Candidate springs were then imported into multibody dynamics software for static and dynamic simulations to check frequency deviation, wheel hop, and vehicle attitude. To improve screening efficiency, some existing technologies have incorporated digital spring databases and visual interactive interfaces. These systems use preset thresholds to automatically compare and screen massive amounts of spring data, significantly reducing the number of candidates entering the time-consuming simulation phase.

[0004] However, the aforementioned existing technologies still have limitations in engineering practice. The primary problem lies in the lack of an adaptation mechanism for differences in suspension hardpoints. Hardpoints, as key geometric parameters characterizing the spatial installation position of suspension components, directly determine the leverage ratio between suspension motion characteristics and the actual force applied to the spring. Existing technologies establish differentiated matching logic for different hardpoint consistency, leading to frequent performance deviations in subsequent high-fidelity simulations or real-vehicle verifications based on initial screening results. Secondly, existing solutions lack handling and simulation strategies for spring type differences. Automotive suspensions widely use non-C-type springs with a straight central axis and C-type springs with an arc-shaped central axis. These differ in structural mechanical properties and assembly boundaries, making cross-type borrowing impossible. Furthermore, existing technologies do not construct calibration models for spring types, making it difficult to effectively approximate the spring's free length in the dynamic model with the actual on-vehicle state. Therefore, existing technologies have low efficiency and reliability in automotive spring matching simulations. Summary of the Invention

[0005] The present invention aims to provide a method and system for simulating automotive spring matching, so as to solve the above-mentioned technical problems and improve the efficiency and reliability of automotive spring matching simulation.

[0006] To address the aforementioned technical problems, this invention provides a method for simulating automotive spring matching, based on a known automotive model and the automotive model to be matched, wherein the known automotive model uses a known spring, and includes the following steps: Based on the known car model, obtain a set of known car model parameters; based on the known spring, obtain a set of actual spring parameters. Based on the vehicle model to be matched, obtain the parameter set of the vehicle model to be matched and the parameter set of the target spring; The coarse screen spring parameter set is calculated based on the target spring parameter set and the actual spring parameter set. Based on the known vehicle parameter set and the vehicle parameter set to be matched, the branch simulation calculation is performed on the coarse screen spring parameter set to obtain the final spring parameter set, so as to complete the vehicle spring matching simulation process. Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

[0007] In the above scheme, based on the known vehicle parameter set, the actual spring parameter set, the parameter set of the vehicle to be matched, and the target spring parameter set, the parameter deviation is calculated and filtered according to preset screening rules and parameter deviations to obtain a coarse-screened spring parameter set. This automated screening mechanism replaces the traditional process that relies on manual experience and iteration, eliminating obviously substandard items in advance and reducing unnecessary calculations, thereby improving the efficiency of automotive spring matching simulation. Furthermore, based on the known vehicle parameter set and the parameter set of the vehicle to be matched, the branch simulation calculation of the coarse-screened spring parameter set is performed to obtain the final spring parameter set. This allows for classification and performance of semi-unloaded simulation, simulated zero wheel jump simulation, or parallel wheel jump simulation based on the hard point differences and spring types of the known vehicle and the vehicle to be matched. This adapts to the mechanical coupling relationship caused by hard point changes, avoiding the problems of manual screening ignoring hard point coupling and easy omissions, and uniform simulation strategies ignoring spring type differences and easy distortion in existing technologies. This effectively improves the efficiency and reliability of automotive spring matching simulation.

[0008] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-unloaded simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and preset semi-unloaded simulation requirements. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a coarse-screened spring preload is obtained based on the coarse-screened spring parameter set; a semi-loaded simulation and an unloaded simulation are performed based on the coarse-screened spring preload and the vehicle parameter set to be matched to obtain a semi-unloaded simulation result; based on the coarse-screened spring parameter set, spring parameters whose semi-unloaded simulation results meet the preset semi-unloaded simulation requirements are selected to obtain the final spring parameter set.

[0009] It should be noted that the preload of the coarse screen spring refers to the initial compressive force calculated based on the spring stiffness and spring length characterized by the coarse screen spring parameter set, used to simulate the compression state of the spring under the body weight of the vehicle model to be matched in the dynamic model. The half-load simulation and no-load simulation refer to the static balance calculation process under the load setting of the vehicle model parameter set to be matched, respectively applying half of the rated axle load and no additional load. The half-load simulation result refers to the performance data such as the off-frequency deviation and wheel bounce directly output by the half-load simulation and no-load simulation. The preset half-load simulation requirement refers to the preset allowable range of off-frequency deviation and the upper limit threshold of wheel bounce.

[0010] In the above scheme, when the hard points of the known vehicle model parameter set and the parameter set of the vehicle to be matched are the same, the half-load simulation and no-load simulation are directly performed based on the preload of the coarse-screened spring and the parameter set of the vehicle to be matched, which can omit the calibration steps necessary due to changes in installation position. Since the consistency of hard points means that the chassis space structure of the known vehicle model and the vehicle to be matched remains unchanged, the actual vehicle installation state can be accurately reflected by directly substituting the coarse-screened spring parameter set into the model. By quickly verifying whether the simulation results of half-load and no-load meet the preset half-load simulation requirements, the calculation time can be significantly reduced while ensuring the accuracy of frequency offset and wheel jump verification. This branch strategy avoids the technical problems of low efficiency and insufficient reliability caused by the uniform simulation strategy ignoring the differences in hard points and spring types, simplifies the matching path in the scenario of consistent hard points, and thus effectively improves the efficiency and reliability of automotive spring matching simulation.

[0011] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under preset simulated zero wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a non-C-type spring adjustment parameter set; a non-C-type spring preload is obtained based on the non-C-type spring adjustment parameter set; half-load simulation and no-load simulation are performed based on the non-C-type spring preload and the vehicle parameter set to be matched to obtain simulated zero wheel jump results respectively; based on the non-C-type spring adjustment parameter set, spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0012] It should be noted that the preset simulated zero wheel jump condition refers to constraining the wheels of the vehicle model to be matched to maintain a static equilibrium state without vertical displacement during the simulation process, in order to eliminate the interference of suspension motion changes on the axial force of the spring.

[0013] In the above scheme, when the hard points of the known vehicle parameter set and the parameter set of the vehicle to be matched are different, and the spring structure is the same (non-C-type spring), the coarse-screened spring parameter set is adjusted based on the preset simulated zero wheel jump condition, and the preload of the non-C-type spring is iteratively calculated. This can accurately compensate for the nonlinear change in the lever ratio caused by the change in the chassis mounting position. Since the non-C-type spring only bears axial force, its length has a linear relationship with the preload. Through static simulation under the simulated zero wheel jump condition, the virtual spring state in the dynamic model can be made consistent with the actual physical state, avoiding the model distortion caused by directly replacing parameters in the prior art. On this basis, the half-load simulation and no-load simulation are performed based on the converged non-C-type spring preload, and the final spring parameter set is obtained by screening according to the preset simulated zero wheel jump simulation requirements. This can avoid the full-stroke dynamic scanning step while ensuring the accuracy of the offset frequency and wheel jump calibration. This branch strategy specifically solves the problem of easy distortion in non-C-type spring matching under hard point change scenarios, simplifies the simulation path, and thus effectively improves the efficiency and reliability of automotive spring matching simulation.

[0014] Furthermore, the step of adjusting the coarse-screen spring parameter set based on the parameter set of the vehicle model to be matched under the preset simulated zero wheel jump condition to obtain a non-C-type spring adjustment spring parameter set includes: calculating the tire mass based on the parameter set of the vehicle model to be matched and the known vehicle model parameter set, and setting the simulated zero wheel jump condition based on the tire mass; calculating the processed spring size based on the parameter set of the vehicle model to be matched under the simulated zero wheel jump condition using the coarse-screen spring parameter set, and obtaining the non-C-type spring adjustment spring parameter set based on the processed spring size.

[0015] It should be noted that the tire mass refers to the under-suspension mass correction value calculated based on the parameter set of the vehicle model to be fitted and the parameter set of the known vehicle models. The processed spring size can refer to the spring length output through simulation.

[0016] In the above scheme, by calculating the tire mass based on the parameter set of the vehicle to be matched and the parameter set of known vehicle models, and setting a simulated zero wheel jump condition, the interference of the suspension motion changes of the vehicle to be matched on the axial force of the non-C-type spring can be eliminated, providing a stable calculation benchmark. Based on this, the dimensions of the processed spring are calculated from the coarse-screened spring parameter set based on the simulated zero wheel jump condition. This allows for rapid iterative calibration of the preload of the non-C-type spring through length feedback, making the non-C-type spring adjustment parameter set approximate the actual vehicle-mounted state of the known spring. This step ensures accurate simulation of the mechanical properties of the non-C-type spring under different hard point scenarios while significantly reducing the number of simulation iterations, thereby improving the efficiency of automotive spring matching simulation.

[0017] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under preset parallel wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a C-type spring adjustment spring parameter set; the C-type spring preload is obtained based on the C-type spring adjustment spring parameter set; half-load simulation and no-load simulation are performed based on the C-type spring preload and the vehicle parameter set to be matched to obtain parallel wheel jump results respectively; based on the C-type spring adjustment spring parameter set, spring parameters whose parallel wheel jump results meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0018] Further, the step of adjusting the coarse-screened spring parameter set based on the vehicle model parameter set to be matched under the preset parallel wheel jump condition to obtain the C-type spring adjustment spring parameter set includes: calculating the tire mass based on the vehicle model parameter set to be matched and the known vehicle model parameter set, and setting the parallel wheel jump condition based on the tire mass and the preset wheel jump amplitude; calculating the processed spring properties based on the vehicle model parameter set to be matched under the parallel wheel jump condition, and obtaining the C-type spring adjustment spring parameter set based on the processed spring properties.

[0019] It should be noted that the preset parallel wheel jump condition refers to the dynamic excitation condition in the simulation calculation of the vehicle model to be matched, which constrains the wheels to reciprocate up and down displacement according to the preset wheel jump amplitude, and is used to capture the nonlinear mechanical characteristics of the C-type spring during its full stroke. In this scheme, the preset wheel jump amplitude can be set to 50% up and down. The processed spring properties can refer to the spring stiffness and spring force parameters obtained through simulation iteration calculation.

[0020] In the above scheme, when the known car model and the car model to be fitted have different hard points but the spring structure is the same (C-type spring), the tire mass is calculated based on the parameter set of the car model to be fitted and the parameter set of the known car model. Combined with the preset wheel jump amplitude, the preset parallel wheel jump condition is set, which can accurately simulate the lateral force coupling effect generated by the chassis mounting position change and the arc structure of the C-type spring. Based on this, the properties of the processed spring are calculated based on the preset parallel wheel jump condition using the coarse-screened spring parameter set. Iterative calibration can be performed by dynamically scanning the spring stiffness and spring force parameters, making the virtual spring characteristics in the dynamic model more similar to the actual physical state of the vehicle, avoiding model distortion caused by static single-point replacement in existing technologies. Subsequently, the half-load simulation and no-load simulation are performed based on the converged C-type spring preload, and the final spring parameter set is selected according to the preset parallel wheel jump simulation requirements. This ensures the accuracy of the offset frequency and wheel jump calibration while avoiding unnecessary simulation steps. This branch strategy specifically addresses the technical bottleneck of C-type spring matching being prone to distortion in hard point change scenarios, and realizes dynamic simulation of complex spring characteristics, thereby effectively improving the efficiency and reliability of automotive spring matching simulation.

[0021] Further, the step of calculating the coarse screen spring parameter set based on the target spring parameter set and the actual spring parameter set includes: calculating the parameter deviation based on the target spring parameter set and the actual spring parameter set; and filtering the actual spring parameter set according to a preset screening rule and the parameter deviation to obtain the coarse screen spring parameter set.

[0022] In the above scheme, the parameter deviation is calculated based on the target spring parameter set and the actual spring parameter set. Then, the parameter deviation is logically compared according to the preset screening rules. This directly quantifies the degree of deviation between the existing springs and the target spring parameter set and performs automatic screening. This process quickly eliminates obviously substandard items before entering the simulation, reducing the number of candidate springs to a certain range. This avoids the technical problem of long simulation time caused by full-scale verification, thereby effectively improving the efficiency of automotive spring matching simulation.

[0023] The present invention also provides an automotive spring matching simulation system, comprising: The known parameter acquisition module acquires a known vehicle model parameter set based on the known vehicle model and an actual spring parameter set based on the known spring. The target parameter acquisition module is used to acquire the parameter set of the vehicle model to be matched and the parameter set of the target spring based on the vehicle model to be matched; The parameter coarse screening module is used to calculate the coarse screening spring parameter set based on the target spring parameter set and the actual spring parameter set. The simulation calculation module is used to perform branch simulation calculations on the coarse screen spring parameter set based on the known vehicle parameter set and the parameter set of the vehicle to be matched to obtain the final spring parameter set, so as to complete the vehicle spring matching simulation process. Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

[0024] The above solution provides a clear system architecture with well-defined functional divisions and close collaboration among modules, forming a complete automotive spring matching simulation process: The known parameter acquisition module first acquires the known vehicle model parameter set and the actual spring parameter set of the known springs, providing a reliable data foundation for target matching. The target parameter acquisition module acquires the target vehicle model parameter set and the target spring parameter set, thereby clarifying the performance requirements and matching benchmarks of the new vehicle model. The parameter coarse screening module calculates the parameter deviation based on the target spring parameter set and the actual spring parameter set and compares it according to preset screening rules to obtain a coarsely screened spring parameter set, which is then automatically intercepted and redundant items are removed. The simulation calculation module performs branch simulation calculations on the coarsely screened spring parameter set. Based on the differences in working conditions—same hard points, different hard points and spring structures that are both non-C-type springs, and different hard points and spring structures that are both C-type springs—it performs semi-unload simulation, simulated zero wheel jump simulation, or parallel wheel jump simulation to obtain the final spring parameter set, completing the automotive spring matching simulation process.

[0025] The above-described scheme employs synchronized logical control across all modules, from parameter acquisition and deviation calculation to branch simulation and result output. This ensures consistent parameter sets across all stages and avoids additional computational burdens caused by human experience errors and model distortion. The system achieves automotive spring matching simulation through the collaborative work of its modules. The known parameter acquisition module and the target parameter acquisition module extract standardized parameter sets from known vehicle models, actual springs, models to be matched, and target springs, providing accurate data benchmarks for subsequent matching. The parameter coarse screening module automatically compares mechanical deviation calculations with preset screening rules, reducing the number of candidate springs and avoiding unnecessary simulation iterations. The simulation calculation module uses intelligent branch judgment based on hard point consistency and spring structure type to perform targeted half-load simulation, simulated zero-wheel jump simulation, or parallel wheel jump simulation, accurately compensating for nonlinear changes in lever ratio and the lateral force coupling effect of C-type springs caused by chassis mounting position changes. The logical synchronization of each module ensures seamless flow between the known vehicle model parameter set, the model to be matched parameter set, and the coarse-screened spring parameter set within the system, thereby ensuring stable operation of the entire system. This collaborative mechanism solves the technical problems in existing spring matching technologies, such as the easy omission of selection due to the neglect of hard point coupling in manual experience screening, the easy distortion due to the neglect of spring type differences in unified simulation strategy, and the time-consuming full-scale verification. It can achieve closed-loop matching of coarse screening and accurate simulation by only the orderly linkage of core functional modules, and finally achieve the technical effect of improving the efficiency and reliability of automotive spring matching simulation.

[0026] Further, in the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. The final spring parameter set is obtained based on the simulation results and preset simulated zero wheel jump simulation requirements. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under the preset simulated zero wheel jump condition, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a non-C-type spring adjustment parameter set; a non-C-type spring preload is obtained based on the non-C-type spring adjustment parameter set; half-load simulation and no-load simulation are performed based on the non-C-type spring preload and the vehicle parameter set to be matched to obtain simulated zero wheel jump results respectively; based on the non-C-type spring adjustment parameter set, spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0027] Further, in the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under preset parallel wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a C-type spring adjustment spring parameter set; the C-type spring preload is obtained based on the C-type spring adjustment spring parameter set; half-load simulation and no-load simulation are performed based on the C-type spring preload and the vehicle parameter set to be matched to obtain parallel wheel jump results respectively; based on the C-type spring adjustment spring parameter set, spring parameters whose parallel wheel jump results meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0028] In the above scheme, intelligent traffic diversion is performed for working conditions with different hard points and spring structures. In non-C-spring scenarios, the simulation calculation module uses the preset simulated zero wheel jump condition for static preload iterative approximation, which can compensate for the nonlinear changes in the lever ratio caused by chassis mounting position changes and avoid redundant simulation calculations. In C-spring scenarios, the preset parallel wheel jump condition is used for dynamic stiffness and force dual-parameter calibration, which can effectively capture the lateral force coupling and nonlinear characteristics generated by the C-spring's arc structure, avoiding model distortion. Through the orderly linkage of differentiated simulation strategies, this module achieves accurate mechanical adaptation and efficient verification under complex chassis change conditions, ensuring seamless flow and data unification of the known vehicle parameter set, the parameter set of the vehicle to be matched, and the coarse-screened spring parameter set within the system. This avoids the computational cost and verification deviations caused by a unified simulation path, thereby effectively improving the efficiency and reliability of automotive spring matching simulation. Attached Figure Description

[0029] Figure 1 This is a schematic flowchart of an automotive spring matching simulation method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of an automotive spring matching simulation system architecture provided in an embodiment of the present invention. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0031] Please see Figure 1 This embodiment provides a simulation method for matching automotive springs, based on a known automotive model and the automotive model to be matched, wherein the known automotive model uses a known spring, and includes the following steps: Step S1: Obtain the known vehicle model parameter set based on the known vehicle model, and obtain the actual spring parameter set based on the known spring; Step S2: Obtain the parameter set of the vehicle model to be matched and the parameter set of the target spring based on the vehicle model to be matched; Step S3: Calculate the coarse screen spring parameter set based on the target spring parameter set and the actual spring parameter set; Step S4: Based on the known vehicle parameter set and the vehicle parameter set to be matched, perform branch simulation calculations on the coarse screen spring parameter set to obtain the final spring parameter set, thereby completing the vehicle spring matching simulation process; Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

[0032] In this embodiment, based on the known vehicle parameter set, the actual spring parameter set, the parameter set of the vehicle to be matched, and the target spring parameter set, parameter deviations are calculated and filtered according to preset screening rules and parameter deviations to obtain a coarse-screened spring parameter set. This automated screening mechanism replaces the traditional process relying on manual experience and iteration, eliminating obviously substandard items in advance and reducing unnecessary calculations, thereby improving the efficiency of automotive spring matching simulation. Furthermore, by performing branch simulation calculations on the coarse-screened spring parameter set based on the known vehicle parameter set and the parameter set of the vehicle to be matched, the final spring parameter set is obtained. This allows for classification and simulation based on the hard point differences and spring types of the known and target vehicle models, including semi-unloaded simulation, simulated zero wheel jump simulation, or parallel wheel jump simulation. This adapts to the mechanical coupling relationship caused by hard point changes, avoiding the problems of manual screening ignoring hard point coupling and the uniform simulation strategy ignoring spring type differences, which can easily lead to distortion in existing technologies. Therefore, this effectively improves the efficiency and reliability of automotive spring matching simulation.

[0033] In one specific embodiment, obtaining the actual spring parameter set based on known springs includes using the actual spring stiffness, spring length, half-load spring length, unsprung mass, and lever ratio of known springs used in known vehicle models. Based on these actual parameter data, actual performance parameters are calculated, including actual compression, actual half-load spring force, actual half-load axle total mass, and actual single-sided sprung mass. Specifically, the actual compression is the difference between the spring length and the half-load spring length; the actual half-load spring force is the product of the spring stiffness and the actual compression; the actual half-load axle total mass is the ratio of the actual half-load spring force to the lever ratio, multiplied by the gravitational acceleration, resulting in twice the value; and the actual single-sided sprung mass is half the difference between the actual half-load axle total mass and the unsprung mass. The actual spring parameter set is thus calculated.

[0034] In the above embodiments, the step of obtaining the target spring parameter set based on the vehicle model to be matched includes the ideal spring stiffness, spring length, half-load spring length, screening threshold, unsprung mass, and lever ratio for the new vehicle model; based on these actual parameter data, the ideal performance parameters are calculated, including ideal compression, ideal half-load spring force, ideal half-load axle total mass, and ideal single-sided sprung mass, etc. The specific calculation is consistent with the calculation process of the above actual spring parameter set, and finally the target spring parameter set is obtained.

[0035] Further, the step of calculating the coarse screen spring parameter set based on the target spring parameter set and the actual spring parameter set includes: calculating the parameter deviation based on the target spring parameter set and the actual spring parameter set; and filtering the actual spring parameter set according to a preset screening rule and the parameter deviation to obtain the coarse screen spring parameter set.

[0036] In the above embodiments, after obtaining the target spring parameter set and the actual spring parameter set, the parameter deviation is calculated mainly by calculating the off-frequency difference and the wheel jump difference. The off-frequency calculation formula is as follows: ; In the formula, f can represent the actual or ideal deflection frequency; K represents the actual or ideal spring stiffness; L represents the actual or ideal lever ratio; and m represents the actual or ideal single-sided sprung mass. The deflection frequency difference is the difference between the actual and ideal deflection frequencies. The ideal wheel jump is set as the wheel jump value of the vehicle to be matched in a stationary state, and the actual wheel jump is the ratio of the difference between the ideal half-load spring length and the actual half-load spring length to the actual lever ratio; thus, the difference between the ideal wheel jump and the actual wheel jump is the wheel jump difference value. Based on the deflection frequency difference value and the wheel jump difference value respectively, it is determined whether they meet the preset screening rules, and known springs that meet the conditions are retained. Based on the relevant parameters calculated above, a coarse-screen spring parameter set is obtained.

[0037] In this embodiment, the parameter deviation is calculated based on the target spring parameter set and the actual spring parameter set. Then, the parameter deviation is logically compared according to the preset screening rules. This allows for direct quantification of the deviation between existing springs and the target spring parameter set, and automatic screening. This process quickly eliminates obviously substandard items before entering the simulation, reducing the number of candidate springs to a certain range. This avoids the technical problem of long simulation times caused by full-scale verification, thereby effectively improving the efficiency of automotive spring matching simulation.

[0038] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-unloaded simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and preset semi-unloaded simulation requirements. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a coarse-screened spring preload is obtained based on the coarse-screened spring parameter set; a semi-loaded simulation and an unloaded simulation are performed based on the coarse-screened spring preload and the vehicle parameter set to be matched to obtain a semi-unloaded simulation result; based on the coarse-screened spring parameter set, spring parameters whose semi-unloaded simulation results meet the preset semi-unloaded simulation requirements are selected to obtain the final spring parameter set.

[0039] In the above embodiments, since currently mass-produced springs include C-type springs and non-C-type springs, which have fundamental structural differences, they cannot be used for simulation by mutual reference. Furthermore, using a known spring requires considering whether the hard points of the vehicle to be fitted are consistent with those of the known vehicle; therefore, different situations need to be distinguished. The corresponding chassis suspension component structure and coordinate system spatial position are read from the known vehicle parameter set and the parameter set of the vehicle to be fitted, respectively. If they are consistent, it indicates that the hard points of the vehicle to be fitted are the same as those of the known vehicle.

[0040] In the above embodiments, obtaining the preload of the coarse screen spring based on the coarse screen spring parameter set specifically involves calculating the difference between the actual unsprung mass and the ideal unsprung mass in the coarse screen spring parameter set, and then adding this difference to the tire mass in the known vehicle model parameter set, thereby obtaining the preload of the coarse screen spring based on the tire mass and the coarse screen spring parameter set.

[0041] It should be noted that the preload of the coarse screen spring refers to the initial compressive force calculated based on the spring stiffness and spring length characterized by the coarse screen spring parameter set, used to simulate the compression state of the spring under the body weight of the vehicle model to be matched in the dynamic model. The half-load simulation and no-load simulation refer to the static balance calculation process under the load setting of the vehicle model parameter set to be matched, respectively applying half of the rated axle load and no additional load. The half-load simulation result refers to the performance data such as the off-frequency deviation and wheel jump directly output by the half-load simulation and no-load simulation. The preset half-load simulation requirement refers to the preset allowable range of off-frequency deviation and the upper limit threshold of wheel jump. In this embodiment, the allowable range of off-frequency deviation is set to ±0.03Hz, and the upper limit threshold of wheel jump is ±10mm.

[0042] In this embodiment, when the hard points of the known vehicle model parameter set and the parameter set of the vehicle to be matched are the same, the half-load simulation and no-load simulation are directly performed based on the preload of the coarse-screened spring and the parameter set of the vehicle to be matched, which can omit the calibration steps necessary due to changes in installation position. Since the consistency of hard points means that the chassis space structure of the known vehicle model and the vehicle to be matched remains unchanged, the actual vehicle installation state can be accurately reflected by directly substituting the coarse-screened spring parameter set into the model. By quickly verifying whether the simulation results of half-load and no-load meet the preset half-load simulation requirements, the calculation time can be significantly reduced while ensuring the accuracy of frequency offset and wheel jump verification. This branching strategy avoids the technical problems of low efficiency and insufficient reliability caused by the uniform simulation strategy ignoring the differences in hard points and spring types, simplifies the matching path in the scenario of consistent hard points, and thus effectively improves the efficiency and reliability of vehicle spring matching simulation.

[0043] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under preset simulated zero wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a non-C-type spring adjustment parameter set; a non-C-type spring preload is obtained based on the non-C-type spring adjustment parameter set; half-load simulation and no-load simulation are performed based on the non-C-type spring preload and the vehicle parameter set to be matched to obtain simulated zero wheel jump results respectively; based on the non-C-type spring adjustment parameter set, spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0044] In the above embodiment, the corresponding chassis suspension component structure and coordinate system spatial position are read from the known vehicle parameter set and the vehicle parameter set to be matched, respectively. If the two are different, it means that the hard points of the vehicle to be matched are different from those of the known vehicle.

[0045] It should be noted that the preset simulated zero wheel jump condition refers to constraining the wheels of the vehicle model to be matched to maintain a static equilibrium state without vertical displacement during the simulation process, in order to eliminate the interference of suspension motion changes on the axial force of the spring.

[0046] Furthermore, the step of adjusting the coarse-screen spring parameter set based on the parameter set of the vehicle model to be matched under the preset simulated zero wheel jump condition to obtain a non-C-type spring adjustment spring parameter set includes: calculating the tire mass based on the parameter set of the vehicle model to be matched and the known vehicle model parameter set, and setting the simulated zero wheel jump condition based on the tire mass; calculating the processed spring size based on the parameter set of the vehicle model to be matched under the simulated zero wheel jump condition using the coarse-screen spring parameter set, and obtaining the non-C-type spring adjustment spring parameter set based on the processed spring size.

[0047] It should be noted that the tire mass refers to the under-suspension mass correction value calculated based on the parameter set of the vehicle model to be fitted and the parameter set of the known vehicle models. The processed spring size can refer to the spring length output through simulation.

[0048] In the above embodiments, the calculation of the coarse-screened spring parameter set based on the parameter set of the vehicle model to be matched under the simulated zero-wheel jump condition to obtain the processed spring size specifically involves: during the simulation process under the simulated zero-wheel jump condition, adjusting the spring length to continuously approach the ideal spring length, thereby obtaining the processed spring size, and obtaining the non-C-type spring adjustment spring parameter set based on the processed spring size, and obtaining the non-C-type spring preload. The non-C-type spring preload refers to the initial compressive force calculated based on the spring stiffness and spring length represented by the non-C-type spring adjustment spring parameter set, used to simulate the compression state of the spring by the vehicle body weight of the vehicle model to be matched in the dynamic model.

[0049] In the above embodiments, the simulated zero wheel jump result refers to the performance data such as the off-frequency and wheel jump directly output through the half-load simulation and no-load simulation under the simulated zero wheel jump condition. The preset simulated zero wheel jump requirement refers to the pre-set allowable range of off-frequency deviation and the upper limit threshold of wheel jump. In this embodiment, the allowable range of off-frequency deviation is set to ±0.03Hz, and the upper limit threshold of wheel jump is ±10mm.

[0050] In this embodiment, by calculating the tire mass based on the parameter set of the vehicle to be matched and the parameter set of known vehicle models, and setting a simulated zero wheel jump condition, the interference of suspension motion changes of the vehicle to be matched on the axial force of the non-C-type spring can be eliminated, providing a stable calculation benchmark. Based on this, the dimensions of the processed spring are calculated from the coarse-screened spring parameter set based on the simulated zero wheel jump condition. This allows for rapid iterative calibration of the non-C-type spring preload through length feedback, making the non-C-type spring adjustment parameter set approximate the actual vehicle-mounted state of the known spring. This step ensures accurate simulation of the mechanical properties of the non-C-type spring under different hard point scenarios while significantly reducing the number of simulation iterations, thereby improving the efficiency of automotive spring matching simulation.

[0051] Further, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under preset parallel wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a C-type spring adjustment spring parameter set; the C-type spring preload is obtained based on the C-type spring adjustment spring parameter set; half-load simulation and no-load simulation are performed based on the C-type spring preload and the vehicle parameter set to be matched to obtain parallel wheel jump results respectively; based on the C-type spring adjustment spring parameter set, spring parameters whose parallel wheel jump results meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0052] Further, the step of adjusting the coarse-screened spring parameter set based on the vehicle model parameter set to be matched under the preset parallel wheel jump condition to obtain the C-type spring adjustment spring parameter set includes: calculating the tire mass based on the vehicle model parameter set to be matched and the known vehicle model parameter set, and setting the parallel wheel jump condition based on the tire mass and the preset wheel jump amplitude; calculating the processed spring properties based on the vehicle model parameter set to be matched under the parallel wheel jump condition, and obtaining the C-type spring adjustment spring parameter set based on the processed spring properties.

[0053] In the above embodiment, the corresponding chassis suspension component structure and coordinate system spatial position are read from the known vehicle parameter set and the vehicle parameter set to be matched, respectively. If the two are different, it means that the hard points of the vehicle to be matched are different from those of the known vehicle.

[0054] It should be noted that the preset parallel wheel jump condition refers to the dynamic excitation condition in the simulation calculation of the vehicle model to be matched, which constrains the wheels to reciprocate up and down displacement according to the preset wheel jump amplitude, and is used to capture the nonlinear mechanical characteristics of the C-type spring during its full stroke. In this scheme, the preset wheel jump amplitude can be set to 50% up and down. The processed spring properties can refer to the spring stiffness and spring force parameters obtained through simulation iteration calculation.

[0055] In the above embodiments, the calculation of the coarse-screened spring parameter set based on the parameter set of the vehicle model to be matched under the parallel wheel jump condition to obtain the processed spring size specifically involves: during the simulation process under the parallel wheel jump condition, adjusting the spring length to continuously approach the ideal spring length, and simultaneously making the spring stiffness continuously approach the ideal spring stiffness, thereby making the spring force close to the ideal state to obtain the processed spring properties, and obtaining the C-type spring adjustment spring parameter set based on the processed spring properties, and obtaining the C-type spring preload. The C-type spring preload refers to the spring compression force calculated based on the spring stiffness and spring length represented by the C-type spring adjustment spring parameter set, used to simulate the compression state of the spring by the body weight of the vehicle model to be matched in the dynamic model.

[0056] In the above embodiments, the parallel wheel jump result refers to the performance data such as the off-frequency and wheel jump output by the half-load simulation and no-load simulation under the above parallel wheel jump condition. The preset parallel wheel jump simulation requirements refer to the preset allowable range of off-frequency deviation and the upper limit threshold of wheel jump. In this embodiment, the allowable range of off-frequency deviation is set to ±0.03Hz, and the upper limit threshold of wheel jump is ±10mm.

[0057] In this embodiment, when the known vehicle model and the vehicle model to be fitted have different hard points but the spring structure is the same (C-type spring), the tire mass is calculated based on the parameter set of the vehicle model to be fitted and the parameter set of the known vehicle model. Combined with the preset wheel jump amplitude, the preset parallel wheel jump condition is set, which can accurately simulate the lateral force coupling effect generated by the chassis mounting position change and the arc structure of the C-type spring. Based on this, the properties of the processed spring are calculated based on the preset parallel wheel jump condition using the coarse-screened spring parameter set. Iterative calibration can be performed by dynamically scanning the spring stiffness and spring force parameters, making the virtual spring characteristics in the dynamic model more similar to the actual physical state of the vehicle, avoiding model distortion caused by static single-point replacement in the prior art. Subsequently, the half-load simulation and no-load simulation are performed based on the converged C-type spring preload, and the final spring parameter set is selected according to the preset parallel wheel jump simulation requirements. This ensures the accuracy of the offset frequency and wheel jump calibration while avoiding unnecessary simulation steps. This branch strategy specifically addresses the technical bottleneck of C-type spring matching being prone to distortion in hard point change scenarios, and realizes dynamic simulation of complex spring characteristics, thereby effectively improving the efficiency and reliability of automotive spring matching simulation.

[0058] like Figure 2 As shown, this embodiment also provides an automotive spring matching simulation system, including: The known parameter acquisition module acquires a known vehicle model parameter set based on the known vehicle model and an actual spring parameter set based on the known spring. The target parameter acquisition module is used to acquire the parameter set of the vehicle model to be matched and the parameter set of the target spring based on the vehicle model to be matched; The parameter coarse screening module is used to calculate the coarse screening spring parameter set based on the target spring parameter set and the actual spring parameter set. The simulation calculation module is used to perform branch simulation calculations on the coarse screen spring parameter set based on the known vehicle parameter set and the parameter set of the vehicle to be matched to obtain the final spring parameter set, so as to complete the vehicle spring matching simulation process. Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

[0059] The above solution provides a clear system architecture with well-defined functional divisions and close collaboration among modules, forming a complete automotive spring matching simulation process: The known parameter acquisition module first acquires the known vehicle model parameter set and the actual spring parameter set of the known springs, providing a reliable data foundation for target matching. The target parameter acquisition module acquires the target vehicle model parameter set and the target spring parameter set, thereby clarifying the performance requirements and matching benchmarks of the new vehicle model. The parameter coarse screening module calculates the parameter deviation based on the target spring parameter set and the actual spring parameter set and compares it according to preset screening rules to obtain a coarsely screened spring parameter set, which is then automatically intercepted and redundant items are removed. The simulation calculation module performs branch simulation calculations on the coarsely screened spring parameter set. Based on the differences in working conditions—same hard points, different hard points and spring structures that are both non-C-type springs, and different hard points and spring structures that are both C-type springs—it performs semi-unload simulation, simulated zero wheel jump simulation, or parallel wheel jump simulation to obtain the final spring parameter set, completing the automotive spring matching simulation process.

[0060] The above-described scheme employs synchronized logical control across all modules, from parameter acquisition and deviation calculation to branch simulation and result output. This ensures consistent parameter sets across all stages and avoids additional computational burdens caused by human experience errors and model distortion. The system achieves automotive spring matching simulation through the collaborative work of its modules. The known parameter acquisition module and the target parameter acquisition module extract standardized parameter sets from known vehicle models, actual springs, models to be matched, and target springs, providing accurate data benchmarks for subsequent matching. The parameter coarse screening module automatically compares mechanical deviation calculations with preset screening rules, reducing the number of candidate springs and avoiding unnecessary simulation iterations. The simulation calculation module uses intelligent branch judgment based on hard point consistency and spring structure type to perform targeted half-load simulation, simulated zero-wheel jump simulation, or parallel wheel jump simulation, accurately compensating for nonlinear changes in lever ratio and the lateral force coupling effect of C-type springs caused by chassis mounting position changes. The logical synchronization of each module ensures seamless flow between the known vehicle model parameter set, the model to be matched parameter set, and the coarse-screened spring parameter set within the system, thereby ensuring stable operation of the entire system. This collaborative mechanism solves the technical problems in existing spring matching technologies, such as the easy omission of selection due to the neglect of hard point coupling in manual experience screening, the easy distortion due to the neglect of spring type differences in unified simulation strategy, and the time-consuming full-scale verification. It can achieve closed-loop matching of coarse screening and accurate simulation by only the orderly linkage of core functional modules, and finally achieve the technical effect of improving the efficiency and reliability of automotive spring matching simulation.

[0061] Further, in the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. The final spring parameter set is obtained based on the simulation results and preset simulated zero wheel jump simulation requirements. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under the preset simulated zero wheel jump condition, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a non-C-type spring adjustment parameter set; a non-C-type spring preload is obtained based on the non-C-type spring adjustment parameter set; half-load simulation and no-load simulation are performed based on the non-C-type spring preload and the vehicle parameter set to be matched to obtain simulated zero wheel jump results respectively; based on the non-C-type spring adjustment parameter set, spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0062] Further, in the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained. This includes: if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under preset parallel wheel jump conditions, the coarse-screened spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain a C-type spring adjustment spring parameter set; the C-type spring preload is obtained based on the C-type spring adjustment spring parameter set; half-load simulation and no-load simulation are performed based on the C-type spring preload and the vehicle parameter set to be matched to obtain parallel wheel jump results respectively; based on the C-type spring adjustment spring parameter set, spring parameters whose parallel wheel jump results meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

[0063] In this embodiment, by intelligently diverting workloads based on different hard points and spring structures, the simulation calculation module performs static preload iterative approximation using the preset simulated zero wheel jump condition in non-C-spring scenarios. This compensates for the nonlinear changes in the lever ratio caused by chassis mounting position changes, avoiding redundant simulation calculations. In C-spring scenarios, the module uses a preset parallel wheel jump condition for dynamic stiffness and force dual-parameter calibration, effectively capturing the lateral force coupling and nonlinear characteristics generated by the C-spring's arc structure, avoiding model distortion. Through the orderly linkage of differentiated simulation strategies, this module achieves accurate mechanical adaptation and efficient verification under complex chassis change conditions. It ensures seamless flow and data unification of the known vehicle parameter set, the vehicle parameter set to be matched, and the coarse-screened spring parameter set within the system, avoiding computational cost and verification deviations caused by a unified simulation path, thereby effectively improving the efficiency and reliability of automotive spring matching simulation.

[0064] In one specific embodiment, the automotive spring matching simulation system also displays results through a graphical interface. Specifically, it uses a partitioned GUI interface built based on Matlab App Designer to extract known spring data and quickly filter out available known springs, reducing the operational threshold while improving work efficiency. It includes four panels: a version information panel (containing an Adams version dropdown and suspension model file selection for subsequent simulation model association); a structure-spring panel (containing "structure" and "spring grouping" dropdowns, allowing users to query the spring database by category); a spring borrowing panel (containing input boxes for spring stiffness, spring length, and unsprung mass of the vehicle model to be matched, selection boxes for structure and known vehicle models, and "Query Available Springs" and "Confirm Borrowing" buttons, which is the core area for parameter input and operation); and a spring type selection panel (distinguishing between three cases: consistent hard points, inconsistent hard points (non-C-type springs), and inconsistent hard points (C-type springs), allowing users to select based on available vehicle models). The system displays the screening results and ideal parameters in two tables for easy comparison: The candidate spring table has columns named "Structure, Grouping, Actual Stiffness, Actual Length, Actual Offset Frequency, Actual Wheel Jump, Offset Frequency Deviation, Wheel Jump Deviation." If candidate springs exist, all matching parameters are displayed; otherwise, a message "No matching springs found" is displayed. The ideal parameter table displays the core parameters of the ideal state in "Parameter Name-Value" format, providing a benchmark for users to judge the suitability of candidate springs. When the user clicks the "Confirm Borrow Spring" button to complete the process, a pop-up window displays the borrowed spring information and corresponding offset frequency and wheel jump information, intuitively showing the simulation results of the borrowed spring.

[0065] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A simulation method for matching automotive springs, characterized in that, This is implemented based on a known car model and the car model to be matched, wherein the known car model uses a known spring, including: Based on the known car model, obtain a set of known car model parameters; based on the known spring, obtain a set of actual spring parameters. Based on the vehicle model to be matched, obtain the parameter set of the vehicle model to be matched and the parameter set of the target spring; The coarse screen spring parameter set is calculated based on the target spring parameter set and the actual spring parameter set. Based on the known vehicle parameter set and the vehicle parameter set to be matched, the branch simulation calculation is performed on the coarse screen spring parameter set to obtain the final spring parameter set, so as to complete the vehicle spring matching simulation process. Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

2. The automotive spring matching simulation method according to claim 1, characterized in that, If the known vehicle parameter set and the target vehicle parameter set have the same hard points, then a semi-unloaded simulation is performed based on the target vehicle parameter set and the coarse-screened spring parameter set. Based on the simulation results and preset semi-unloaded simulation requirements, the final spring parameter set is obtained, including: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then the preload of the coarse screen spring is obtained based on the coarse screen spring parameter set; Based on the preload of the coarse screen spring and the parameter set of the vehicle model to be matched, half-load simulation and no-load simulation are performed to obtain the half-no-load simulation results. Based on the coarse-screened spring parameter set, spring parameters whose semi-empty simulation results meet the preset semi-empty simulation requirements are selected to obtain the final spring parameter set.

3. The automotive spring matching simulation method according to claim 1, characterized in that, If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a zero-wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset zero-wheel jump simulation requirements, the final spring parameter set is obtained, including: If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under the preset simulated zero wheel jump condition, the coarse screen spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain the non-C-type spring adjustment spring parameter set. The preload of the non-C-type spring is obtained based on the set of spring parameters for adjusting the non-C-type spring. Based on the preload of the non-C-type spring and the parameter set of the vehicle model to be matched, half-load simulation and no-load simulation were performed to obtain the simulated zero wheel jump results respectively. Based on the non-C-type spring adjustment spring parameter set, the spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

4. The automotive spring matching simulation method according to claim 3, characterized in that, Under the preset simulated zero wheel jump condition, the coarse-screened spring parameter set is adjusted based on the parameter set of the vehicle model to be matched to obtain a non-C-type spring adjustment spring parameter set, including: The tire mass is calculated based on the parameter set of the vehicle model to be matched and the parameter set of the known vehicle model, and a simulated zero wheel jump condition is set based on the tire mass; Based on the parameter set of the vehicle model to be matched under the simulated zero wheel jump condition, the parameter set of the coarse screen spring is calculated to obtain the processed spring size, and the parameter set of the non-C-type spring adjustment spring is obtained based on the processed spring size.

5. The automotive spring matching simulation method according to claim 1, characterized in that, If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and both have C-type spring structures, then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained, including: If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under the preset parallel wheel jump condition, the coarse screen spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain the C-type spring adjustment spring parameter set. The preload of the C-type spring is obtained based on the set of spring parameters for adjusting the C-type spring. Based on the C-type spring preload and the parameter set of the vehicle model to be matched, half-load simulation and no-load simulation were performed to obtain parallel wheel jump results respectively; Based on the C-type spring adjustment spring parameter set, the spring parameters that meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

6. The automotive spring matching simulation method according to claim 5, characterized in that, Under the preset parallel wheel jump condition, the coarse screen spring parameter set is adjusted based on the parameter set of the vehicle model to be matched to obtain the C-type spring adjustment spring parameter set, including: The tire mass is calculated based on the parameter set of the vehicle model to be matched and the parameter set of the known vehicle model, and the parallel wheel jump condition is set based on the tire mass and the preset wheel jump amplitude. Based on the parameter set of the vehicle model to be matched under the parallel wheel jump condition, the parameter set of the coarse screen spring is calculated to obtain the properties of the processed spring, so as to obtain the parameter set of the C-type spring adjustment spring based on the properties of the processed spring.

7. The automotive spring matching simulation method according to claim 1, characterized in that, The calculation of the coarse screen spring parameter set based on the target spring parameter set and the actual spring parameter set includes: The parameter deviation is calculated based on the target spring parameter set and the actual spring parameter set; The actual spring parameter set is filtered according to the preset filtering rules and the parameter deviation to obtain a coarse-screened spring parameter set.

8. A simulation system for matching automotive springs, characterized in that, include: The known parameter acquisition module acquires a known vehicle model parameter set based on the known vehicle model and an actual spring parameter set based on the known spring. The target parameter acquisition module is used to acquire the parameter set of the vehicle model to be matched and the parameter set of the target spring based on the vehicle model to be matched; The parameter coarse screening module is used to calculate the coarse screening spring parameter set based on the target spring parameter set and the actual spring parameter set. The simulation calculation module is used to perform branch simulation calculations on the coarse screen spring parameter set based on the known vehicle parameter set and the parameter set of the vehicle to be matched to obtain the final spring parameter set, so as to complete the vehicle spring matching simulation process. Specifically, the branch simulation calculation action is as follows: If the known vehicle parameter set and the vehicle parameter set to be matched have the same hard points, then a semi-no-load simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set, and the final spring parameter set is obtained based on the simulation results and the preset semi-no-load simulation requirements. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained. If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and the preset parallel wheel jump simulation requirements, the final spring parameter set is obtained.

9. The automotive spring matching simulation system according to claim 8, characterized in that, In the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then a simulated zero wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset simulated zero wheel jump simulation requirements, the final spring parameter set is obtained, including: If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (non-C-type spring), then under the preset simulated zero wheel jump condition, the coarse screen spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain the non-C-type spring adjustment spring parameter set. The preload of the non-C-type spring is obtained based on the set of spring parameters for adjusting the non-C-type spring. Based on the preload of the non-C-type spring and the parameter set of the vehicle model to be matched, half-load simulation and no-load simulation were performed to obtain the simulated zero wheel jump results respectively. Based on the non-C-type spring adjustment spring parameter set, the spring parameters whose simulated zero wheel jump results meet the preset simulated zero wheel jump simulation requirements are selected to obtain the final spring parameter set.

10. The automotive spring matching simulation system according to claim 8, characterized in that, In the simulation calculation module, if the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then a parallel wheel jump simulation is performed based on the vehicle parameter set to be matched and the coarse-screened spring parameter set. Based on the simulation results and preset parallel wheel jump simulation requirements, the final spring parameter set is obtained, including: If the known vehicle parameter set and the vehicle parameter set to be matched have different hard points and the spring structure is the same (C-type spring), then under the preset parallel wheel jump condition, the coarse screen spring parameter set is adjusted based on the vehicle parameter set to be matched to obtain the C-type spring adjustment spring parameter set. The preload of the C-type spring is obtained based on the set of spring parameters for adjusting the C-type spring. Based on the C-type spring preload and the parameter set of the vehicle model to be matched, half-load simulation and no-load simulation were performed to obtain parallel wheel jump results respectively; Based on the C-type spring adjustment spring parameter set, the spring parameters that meet the preset parallel wheel jump simulation requirements are selected to obtain the final spring parameter set.

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