Torsion beam suspension and method for adjusting stiffness thereof

Abstract

The application discloses a torsion beam suspension and a stiffness adjustment method thereof. The torsion beam suspension comprises a left trailing arm, a right trailing arm and a cross beam connecting the two. The cross beam is in an open groove shape, and a stiffness adjustment structure is arranged on the web of the cross beam to change the torsional stiffness of the cross beam. The stiffness adjustment method comprises the following steps: determining a target roll angle stiffness value; formulating and forming a scheme of the stiffness adjustment structure according to the target roll angle stiffness value; verifying the stiffness and strength of the scheme through CAE analysis; processing a sample according to the verified scheme for vehicle tuning; and directly using the sample for subsequent tests and production after tuning and locking. Compared with the prior art, the stiffness is flexibly adjusted by twice machining on the same base cross beam, the development cost and period are greatly reduced, and the efficiency and reliability of chassis development are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle engineering technology, and more specifically, to a torsion beam suspension and a method for adjusting its stiffness. Background Technology

[0002] Torsion beam suspensions are widely used in the rear axles of small passenger cars due to their simple structure, low cost, and small footprint. Their core elastic element is the crossbeam connecting the left and right trailing arms, which provides roll stiffness through its torsional deformation, significantly impacting the vehicle's handling stability and ride comfort. During vehicle development, chassis tuning engineers need to adjust the roll angle stiffness of the rear suspension to match the target handling characteristics based on the vehicle's positioning.

[0003] Currently, the main method for adjusting the roll stiffness of a torsion beam suspension is to modify the structural design of the crossbeam, such as adjusting its cross-sectional shape, increasing or decreasing the material thickness, or using steel of different strengths. However, these methods all involve modifying or remanufacturing the crossbeam stamping die. Each new stiffness requirement means a new die, resulting in high development costs and long die processing cycles. This makes the chassis tuning process inefficient: engineers often have to choose from a limited number of pre-manufactured hard templates, making it difficult to perform precise and continuous stiffness matching. Moreover, the soft molds or hand-made prototypes used in the tuning phase may differ from the structural processes of the final mass-produced parts, leading to inconsistencies between the tuning results and the mass-production state, posing risks of performance deviations and secondary verification. Therefore, there is an urgent need in this field for a capable torsion beam suspension and a corresponding method.

[0004] Therefore, how to achieve low-cost and rapid stiffness adjustment of torsion beam suspension has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to disclose a torsion beam suspension to achieve low-cost and rapid stiffness adjustment of the torsion beam suspension.

[0006] Another objective of this application is to disclose a stiffness adjustment method based on the aforementioned torsion beam suspension.

[0007] A torsion beam suspension includes a left trailing arm, a right trailing arm, and a crossbeam connecting the two, wherein a lower sealing plate is provided at the connection between the crossbeam and the left trailing arm and the right trailing arm;

[0008] The crossbeam is an open-groove structure with a ridge in the middle and webs on both sides;

[0009] The web of the crossbeam is provided with a stiffness adjustment structure, which is used to enable the torsion beam suspension to obtain different torsional stiffnesses.

[0010] In one possible implementation, the stiffness adjustment structure includes one or more waist-shaped holes formed on the web.

[0011] In one possible implementation, the number, length, and / or width of the waist-shaped holes are configured to correspond to the target torsional stiffness value of the torsion beam suspension.

[0012] In one possible implementation, the stiffness adjustment structure is an arc-shaped notch formed on both sides of the web edge of the beam.

[0013] In one possible implementation, the radius of the arc-shaped notch is configured to correspond to the target torsional stiffness value of the torsion beam suspension.

[0014] In one possible implementation, the stiffness adjustment structure includes one or more waist-shaped holes and arc-shaped notches formed on both sides of the web of the beam.

[0015] Compared to related technologies, the torsion beam suspension disclosed in this application achieves precise and continuous adjustment of the torsional stiffness of the crossbeam by forming a stiffness adjustment structure on the same basic crossbeam using low-cost and rapid secondary processing methods such as laser cutting and punching. Only one set of basic molds needs to be invested in during the manufacturing process, which can then generate products covering a wide range of stiffnesses, greatly reducing development costs. Furthermore, the stiffness performance tuning of this structure is achieved through adjustments to drawing parameters, without relying on mold changes, allowing for rapid experimentation with various stiffness schemes during the tuning phase, significantly improving the agility and accuracy of chassis performance development.

[0016] A method for adjusting the stiffness of a torsion beam suspension, based on a torsion beam suspension as described in any of the possible embodiments above, the method comprising:

[0017] S10: Determine the target roll angle stiffness value required for the overall vehicle torsion beam suspension tuning;

[0018] S20: Based on the target roll angle stiffness value, determine the adjustment scheme for forming a stiffness adjustment structure on the torsion beam suspension;

[0019] S30: Establish a CAE analysis model of the torsion beam suspension after implementing the adjustment scheme, and perform stiffness CAE analysis to verify whether the target roll angle stiffness value is met.

[0020] S40: After meeting the requirements for the target roll angle stiffness value, perform a strength CAE analysis to verify whether the strength requirements are met.

[0021] S50: Based on the adjustment scheme that simultaneously meets the requirements of the target roll angle stiffness value and the strength requirements, process and manufacture a sample of the torsion beam suspension for vehicle tuning;

[0022] S60: After adjustment and locking, the torsion beam suspension is used for bench testing, road reliability testing and mass production.

[0023] In one possible implementation, in step S20, the adjustment scheme for forming the stiffness adjustment structure includes: opening a waist-shaped hole on the web of the crossbeam, forming arc-shaped notches on both sides of the web of the crossbeam, or a combination of both.

[0024] In one possible implementation, the stiffness CAE analysis in step S30 includes:

[0025] S31: In the CAE analysis software, set the analysis type to static analysis;

[0026] S32: Constrains the connection between the torsion beam suspension and the vehicle body;

[0027] S33: Apply opposite displacement loads of equal magnitude and opposite direction at the wheel center positions on both sides of the torsion beam suspension;

[0028] S34: Obtain the support reaction force and displacement data at the wheel center position under the reverse displacement load;

[0029] S35: Calculate the simulated roll stiffness value of the torsion beam suspension based on the support reaction force, the displacement data, the wheel track, and the preset formula.

[0030] In one possible implementation, the intensity CAE analysis described in step S40 includes:

[0031] S41: In the CAE analysis software, set the analysis type to static analysis;

[0032] S42: Constrain the connection point between the torsion beam suspension and the vehicle body, fixing all six degrees of freedom;

[0033] S43: Multiple chassis performance load conditions are applied to the wheel center points on both sides of the torsion beam suspension.

[0034] S44: Calculate the maximum stress of the torsion beam suspension under each of the chassis performance load conditions, and confirm whether it is lower than the yield strength of the beam material.

[0035] Compared to related technologies, the stiffness adjustment method disclosed in this application uses simulation technology to perform dual verification and optimization of the stiffness and strength of schemes containing specific stiffness adjustment structures in a virtual environment. Only schemes that pass both stiffness and strength verification will be used to guide the fabrication of physical prototypes. This ensures that the final manufactured calibration prototype is structurally verified and ready for mass production. It completely eliminates the need for redesigning and re-verifying mass-produced parts after calibration in traditional processes, significantly shortening the development cycle and substantially reducing development costs and risks. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the torsion beam suspension disclosed in the embodiments of this application;

[0038] Figure 2 This is a schematic cross-sectional view of the beam disclosed in an embodiment of this application;

[0039] Figure 3 This is a schematic diagram of a torsion beam suspension with a waist-shaped hole as disclosed in the embodiments of this application;

[0040] Figure 4 This is a schematic diagram of a torsion beam suspension with an arc-shaped notch as disclosed in the embodiments of this application;

[0041] Figure 5 This is a schematic diagram showing a crossbeam with a waist-shaped hole and an arc-shaped notch as disclosed in the embodiments of this application;

[0042] Figure 6 This is a flowchart of the stiffness adjustment method for a torsion beam suspension disclosed in an embodiment of this application.

[0043] The attached figures are labeled as follows:

[0044] 100. Crossbeam; 110. Waist-shaped hole; 120. Arc-shaped notch;

[0045] 200. Left trailing arm;

[0046] 300. Right trailing arm;

[0047] 400. Lower sealing plate. Detailed Implementation

[0048] The purpose of this application is to disclose a torsion beam suspension to achieve low-cost and rapid stiffness adjustment of the torsion beam suspension.

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0050] See Figure 1 The torsion beam suspension disclosed in this application includes a left trailing arm 200, a right trailing arm 300, and a crossbeam 100 connecting the two.

[0051] The inner ends of the left trailing arm 200 and the right trailing arm 300 are fixed to both ends of the crossbeam 100 by welding or other means, while their outer ends are used to connect to the wheel bearing seats. In order to enhance the structural strength and fatigue resistance of the connection between the crossbeam 100 and the left trailing arm 200 and the right trailing arm 300, a lower sealing plate 400 is welded at the connection.

[0052] The main body of the crossbeam 100 is a V-shaped or U-shaped open slotted structure formed by stamping a single steel plate using a mold, such as... Figure 2 As shown. Specifically, the structure has a raised central ridge extending along the extension direction of the crossbeam 100, and webs extending downward from both sides of the ridge, thus forming a groove-shaped cross-section with an open bottom. This structure can provide anti-roll torque through the elastic torsion of the crossbeam 100 itself when the vehicle is cornering and the left and right wheels bounce in opposite directions.

[0053] A stiffness adjustment structure is designed on the web of the crossbeam 100. This structure is not achieved by changing the overall cross-sectional shape of the crossbeam 100 through changing the stamping die, but rather by locally altering the material distribution of the web on the flat sheet before stamping or on the crossbeam 100 after stamping through subsequent processing methods such as cutting and punching. By designing different stiffness adjustment structures, multiple crossbeams 100 with different torsional stiffnesses can be derived from the same basic crossbeam 100 die, thereby quickly adapting to the different stiffness requirements of chassis tuning. Torsional stiffness refers to the torque required for one end of the crossbeam 100 to generate a unit torsional angle relative to the other end.

[0054] The torsion beam suspension disclosed in this application causes the vehicle body to tilt during cornering, resulting in opposite displacements of the left and right wheels relative to the vehicle body. This causes the crossbeam 100 connecting the left and right wheels to undergo torsional deformation. The torsional stiffness of the crossbeam 100 directly determines the roll stiffness of the entire vehicle. By setting a stiffness adjustment structure on the web of the crossbeam 100, the effective moment of inertia and material distribution of the torsional section of the crossbeam 100 are substantially changed, thereby precisely adjusting the torsional stiffness of the crossbeam 100 to the target value.

[0055] Compared to related technologies, the torsion beam suspension disclosed in this application achieves precise and continuous adjustment of the torsional stiffness of the crossbeam by forming a stiffness adjustment structure on the same basic crossbeam using low-cost and rapid secondary processing methods such as laser cutting and punching. Only one set of basic molds needs to be invested in during the manufacturing process, which can then generate products covering a wide range of stiffnesses, greatly reducing development costs. Furthermore, the stiffness performance tuning of this structure is achieved through adjustments to drawing parameters, without relying on mold changes, allowing for rapid experimentation with various stiffness schemes during the tuning phase, significantly improving the agility and accuracy of chassis performance development.

[0056] As a specific implementation of stiffness adjustment structures, such as Figure 3 As shown, one or more oblong holes 110 can be formed on the web of the crossbeam 100. The oblong holes 110 are usually elongated oval holes, and their length direction can be arranged along the longitudinal or transverse direction of the crossbeam 100. The oblong holes 110 can be arranged regularly, such as evenly distributed along the longitudinal direction of the crossbeam 100, or they can be arranged asymmetrically, depending on the target torsional stiffness requirement.

[0057] The number, length, and width of the slotted holes 110 can be configured to correspond to the target torsional stiffness value of the torsion beam suspension. Specifically, the required target torsional stiffness value is first determined based on the vehicle chassis tuning objectives. Then, based on the three-dimensional model of the basic crossbeam, simulation cutting is performed by parametrically adjusting dimensions such as the number, length, and width of the slotted holes 110. Each additional hole, or increase in the length or width of the hole, further reduces the effective load-bearing material of the web, thereby reducing the overall torsional stiffness of the crossbeam 100. Through iterative calculations using simulation software, the parameter combination of the slotted holes 110 that matches the simulated stiffness value with the target stiffness value can be quickly found. The dimensional parameters of the slotted holes 110 are easily defined and modified in the three-dimensional model, enabling the stiffness adjustment scheme to quickly respond to tuning requirements and achieve digital design and verification. Furthermore, compared to changing the overall structure, localized openings have a relatively smaller impact on other properties of the crossbeam 100, such as bending stiffness, allowing for more targeted adjustments.

[0058] As another stiffness adjustment structure, such as Figure 4As shown, arc-shaped notches 120 can be machined at the lower edges of the webs on both sides of the beam 100. These arc-shaped notches 120 are continuous curve cuts that recess inward from the edge of the web, typically a circular arc. Compared to drilling holes in the middle of the web, machining an arc at the edge is easier to achieve, and the circular arc transition effectively improves stress distribution and reduces the risk of fatigue cracks at the root of the notch.

[0059] Furthermore, the radius of the arc-shaped notch 120 can be configured to correspond to the target torsional stiffness value of the torsion beam suspension. Specifically, the target stiffness value is also a design input. A larger radius of the arc-shaped notch 120 means more material is cut from the edge of the web, resulting in a deeper and gentler notch, thus achieving lower torsional stiffness. Conversely, a smaller radius has less impact on stiffness. During the design process, simulation calculations can be performed by adjusting the radius value of the arc-shaped notch 120 in the 3D model until a radius value that meets the target stiffness requirement is obtained.

[0060] Of course, the two structures mentioned above can also be used in combination. For example... Figure 5 As shown, the stiffness adjustment structure includes one or more waist-shaped holes 110 formed on the web, and arc-shaped notches 120 formed on both sides of the web. In implementation, a basic torsional stiffness value can be obtained by first setting a medium-sized arc-shaped notch 120, and then the torsional stiffness value can be finely adjusted by increasing or adjusting the parameters of the waist-shaped holes 110. This combination provides greater design freedom, allowing for more flexible stiffness adjustment within a wider range, and enabling more precise correspondence to the target stiffness value.

[0061] The second aspect of this application discloses a stiffness adjustment method based on any of the above-mentioned torsion beam suspensions, the process of which is as follows: Figure 6 As shown, the specific steps are as follows:

[0062] S10: During the vehicle chassis performance development phase, based on the vehicle chassis tuning objectives, determine the target roll stiffness value that the vehicle needs to achieve. This value is usually a specific numerical value or a narrow range. For example, the target roll stiffness value can be different levels such as 130 Nm / deg, 176 Nm / deg, and 230 Nm / deg. Roll stiffness refers to the roll moment required to generate a unit roll angle in the vehicle body.

[0063] S20: Establish a three-dimensional model based on the basic structure of the torsion beam suspension without a stiffness adjustment structure. In the three-dimensional model, based on the target value determined in S10, conceive and preliminarily determine the specific adjustment scheme of the stiffness adjustment structure, including its preliminary parameters such as size, quantity, and location.

[0064] S30: Assign the adjustment scheme from S20 to the 3D model, establish a CAE (Computer-Aided Engineering) analysis model of the torsion beam suspension, perform stiffness CAE analysis, and obtain the simulated roll angle stiffness value of the torsion beam suspension under the adjustment scheme. Compare this simulated roll angle stiffness value with the target roll angle stiffness value from S10. If it does not meet the requirements, return to S20 to modify the adjustment scheme; if it does meet the requirements, proceed to the next step.

[0065] S40: Based on the roll stiffness value meeting the standard, perform strength CAE analysis on the same CAE analysis model. Calculate the stress distribution of the torsion beam suspension under various extreme load conditions, ensuring that its maximum stress is lower than the yield strength of the beam material by 100 mm, and retaining a certain safety factor.

[0066] S50: Output the adjustment scheme that simultaneously meets the stiffness and strength requirements, verified through the above steps, and manufacture a physical prototype of the torsion beam suspension. Install this prototype in a vehicle for real-world road testing to verify its chassis performance.

[0067] S60: Once the road calibration is satisfactory, the structural state of the torsion beam suspension is locked. Since this torsion beam suspension has been verified by CAE analysis, it can be directly used for subsequent component bench durability tests, vehicle road reliability tests, and ultimately mass production.

[0068] Compared to related technologies, the stiffness adjustment method disclosed in this application utilizes CAE simulation technology to perform dual verification and optimization of stiffness and strength for schemes containing specific stiffness adjustment structures in a virtual environment. Only schemes that pass both stiffness and strength verifications will be used to guide the fabrication of physical prototypes. This ensures that the final manufactured calibration prototype is structurally verified and ready for mass production. It completely eliminates the traditional process of redesigning and re-verifying mass-produced parts after calibration, significantly shortening the development cycle and substantially reducing development costs and risks.

[0069] In step S20, there are three specific adjustment schemes for forming the stiffness adjustment structure. The first is to open a waist-shaped hole 110 on the web of the crossbeam 100. The second is to form arc-shaped notches 120 on both sides of the web of the crossbeam 100. The third is to simultaneously open the waist-shaped hole 110 and form the arc-shaped notches 120 on the crossbeam 100. In practical applications, the most suitable adjustment scheme can be selected according to the magnitude of the target tilt angle stiffness value and the required adjustment range.

[0070] The specific steps of the stiffness CAE analysis in step S30 may include:

[0071] S31: Create a static analysis task in CAE software.

[0072] S32: Constrains all six degrees of freedom of the four bushing mounting points connecting the torsion beam suspension to the vehicle body, simulating its fixed state on the vehicle body.

[0073] S33: At the wheel center positions on the outer sides of the left trailing arm 200 and the right trailing arm 300, a forced displacement perpendicular to the extension direction of the crossbeam 100 is applied respectively. The two displacements are equal in magnitude but opposite in direction, thus simulating the condition of the wheel bouncing in the opposite direction.

[0074] S34: After solving the problem using CAE software, extract the constraint reaction force (RFz) and the applied displacement value (Sz) at the center of the left or right wheel from the results.

[0075] S35: Substitute the constraint reaction force (RFz), displacement value (Sz) obtained from S34, and the known vehicle track width (TR) into the roll stiffness calculation formula:

[0076] Roll Stiffness=(RFz×TR×TR×π) / (2×Sz×1000×180)

[0077] The roll stiffness of the torsion beam suspension under the current adjustment scheme can then be calculated. This calculated value is compared with the target value to verify the stiffness. This method uses repeatable, high-precision simulation stiffness testing to replace physical bench testing, enabling rapid acquisition of stiffness data during the design phase and facilitating iterative optimization design of numerous schemes.

[0078] The specific steps of the intensity CAE analysis in step S40 may include:

[0079] S41: Create a static analysis task in CAE software.

[0080] S42: At the bushing mounting point where the torsion beam suspension connects to the vehicle body, create bushing elements or directly constrain all six degrees of freedom to more realistically simulate the actual connection state. Simultaneously, use linear spring elements to simulate coil springs, cylindrical sub-elements to simulate shock absorbers, and spring-damping elements to simulate buffer blocks in the model to establish complete boundary conditions for the torsion beam suspension.

[0081] S43: At the left and right wheel center points, various load conditions are applied according to the load spectrum to cover various severe driving conditions such as braking, acceleration, turning, and impact.

[0082] S44: Calculate the stress distribution contour map of the torsion beam suspension under each load condition. Identify the maximum stress point and its value for all conditions. Compare this maximum stress value with the yield strength of the material used in beam 100. For example, if the yield strength of the QSTE380TM material of beam 100 is 380 MPa, and the maximum stress obtained from the contour map is 225 MPa, the maximum stress is less than the material's yield strength, then the strength requirements are considered met. If not, return to S20 to modify the scheme, which may require changing the stiffness adjustment structure.

[0083] This method achieves rapid stiffness adjustment while ensuring the structural reliability of the torsion beam suspension. It avoids the risk of component failure that might occur during aggressive driving of real vehicles using unverified prototypes by performing rigorous strength verification within the analysis software. Furthermore, it ensures that the final structure directly meets mass production strength standards, eliminating the need for separate strength development and verification for mass-production parts.

[0084] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order, and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units may include steps or units not listed, but rather steps or units not listed.

[0085] In the description of this application, it should be understood that the terms "height," "thickness," "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In the description of this application, "a plurality of" means two or more, and "at least one" can mean one, two, or more, unless otherwise expressly specified.

[0086] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment unless explicitly excluded by another embodiment. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A torsion beam suspension, characterized in that, It includes a left trailing arm (200), a right trailing arm (300) and a crossbeam (100) connecting the two, and a lower sealing plate (400) is provided at the connection between the crossbeam (100) and the left trailing arm (200) and the right trailing arm (300). The crossbeam (100) is an open groove-shaped structure with a ridge in the middle and webs on both sides; The web of the crossbeam (100) is provided with a stiffness adjustment structure, which is used to enable the torsion beam suspension to obtain different torsional stiffnesses.

2. The torsion beam suspension as described in claim 1, characterized in that, The stiffness adjustment structure includes one or more waist-shaped holes (110) formed on the web.

3. The torsion beam suspension as described in claim 2, characterized in that, The number, length, and / or width of the waist-shaped holes (110) are configured to correspond to the target torsional stiffness value of the torsion beam suspension.

4. The torsion beam suspension as described in claim 1, characterized in that, The stiffness adjustment structure is an arc-shaped notch (120) formed on both sides of the web edge of the crossbeam (100).

5. The torsion beam suspension as described in claim 4, characterized in that, The radius of the arc-shaped notch (120) is configured to correspond to the target torsional stiffness value of the torsion beam suspension.

6. The torsion beam suspension as described in claim 1, characterized in that, The stiffness adjustment structure includes one or more waist-shaped holes (110) and arc-shaped notches (120) formed on both sides of the web of the crossbeam (100).

7. A method for adjusting the stiffness of a torsion beam suspension, characterized in that, Based on the torsion beam suspension as described in any one of claims 1-6, the stiffness adjustment method of the torsion beam suspension includes: S10: Determine the target roll angle stiffness value required for the overall vehicle torsion beam suspension tuning; S20: Based on the target roll angle stiffness value, determine the adjustment scheme for forming a stiffness adjustment structure on the torsion beam suspension; S30: Establish a CAE analysis model of the torsion beam suspension after implementing the adjustment scheme, and perform stiffness CAE analysis to verify whether the target roll angle stiffness value is met. S40: After meeting the requirements for the target roll angle stiffness value, perform a strength CAE analysis to verify whether the strength requirements are met. S50: Based on the adjustment scheme that simultaneously meets the requirements of the target roll angle stiffness value and the strength requirements, process and manufacture a sample of the torsion beam suspension for vehicle tuning; S60: After adjustment and locking, the torsion beam suspension is used for bench testing, road reliability testing and mass production.

8. The method for adjusting the stiffness of a torsion beam suspension as described in claim 7, characterized in that, In step S20, the adjustment scheme for forming the stiffness adjustment structure includes: opening a waist-shaped hole (110) on the web of the crossbeam (100), forming an arc-shaped notch (120) on both sides of the web of the crossbeam (100), or a combination of both.

9. The method for adjusting the stiffness of a torsion beam suspension as described in claim 7, characterized in that, The stiffness CAE analysis described in step S30 includes: S31: In the CAE analysis software, set the analysis type to static analysis; S32: Constrains the connection between the torsion beam suspension and the vehicle body; S33: Apply opposite displacement loads of equal magnitude and opposite direction at the wheel center positions on both sides of the torsion beam suspension; S34: Obtain the support reaction force and displacement data at the wheel center position under the reverse displacement load; S35: Calculate the simulated roll stiffness value of the torsion beam suspension based on the support reaction force, the displacement data, the wheel track, and the preset formula.

10. The method for adjusting the stiffness of a torsion beam suspension as described in claim 7, characterized in that, The intensity CAE analysis described in step S40 includes: S41: In the CAE analysis software, set the analysis type to static analysis; S42: Constrain the connection point between the torsion beam suspension and the vehicle body, fixing all six degrees of freedom; S43: Multiple chassis performance load conditions are applied to the wheel center points on both sides of the torsion beam suspension. S44: Calculate the maximum stress of the torsion beam suspension under each of the chassis performance load conditions, and confirm whether it is lower than the yield strength of the material of the crossbeam (100).

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