CN114720073A - Hybrid analysis method for solving coupling vibration of suspension system - Google Patents
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Abstract
The invention relates to a hybrid analysis method for solving the coupled vibration of a suspension system, which comprises the following steps: firstly, a rack vibration test of a suspension system is carried out, and the relative deformation of the suspension is virtually solved in a reverse mode; analyzing coupling vibration of front and rear suspensions; establishing a whole vehicle dynamic vibration model, and carrying out vibration simulation analysis; establishing a suspension system parameterized dynamic model, and analyzing the sensitivity of suspension coupling vibration influence factors; optimizing, simulating and analyzing the suspension coupling vibration, and verifying and analyzing the effect of the optimization scheme. The invention comprehensively applies the dynamics principle and the test technology, provides the suspension system coupling vibration hybrid analysis method, solves the problems of simple boundary conditions and large analysis result error of the existing suspension system coupling vibration analysis method, and has the characteristics of higher applicability and operability, high analysis result precision and obvious optimization effect.
Description
Technical Field
The invention relates to a hybrid analysis method for solving coupling vibration of a suspension system, and belongs to the technical field of vehicle dynamics simulation and test analysis.
Background
When the vehicle runs on a rough road surface, the vertical vibration and the pitching vibration are key indexes for evaluating the comfort of the vehicle, and the excellent comfort performance requires that the amplitude of the vertical vibration and the pitching vibration of the vehicle body is as small as possible. However, an automobile is a complex system, and when the rigidity, the damping, the front and rear axle loads and the axle distance of the front suspension and the rear suspension are unreasonable in design, the coupling vibration phenomenon of the front suspension and the rear suspension is often caused, so that the automobile body generates obvious vertical vibration and pitching vibration, and the comfort and the health of drivers and passengers are influenced. The coupled vibration analysis and decoupling design of the front suspension and the rear suspension is the basis for improving the NVH performance of the vehicle and realizing the vibration control of the vehicle. There are also increasing studies related to this, and Junhong Zhang et al propose a mathematical model describing the dynamics of road transport vehicles in the document A mechanical model for coupled vision system of road vehicle and coupled effect analysis, and use state space theory to study the coupling correlation between substructures. Analysis of the test data by Judy P et al in the pitch effect of a three-way vehicle model for improving vehicle vibration interaction revealed a wheel vibration response by mounting three-way sensors at three different locations on the vehicle body. Sun et al, in the Research of Simulation on the Effect of Simulation on Vehicle Suspension, establishes a mathematical model of a four-degree-of-freedom Vehicle Suspension system, establishes a vibration differential equation of the Vehicle Suspension, and theoretically derives a frequency response function of vibration between suspensions. At present, research on coupling vibration of front and rear suspensions mostly focuses on the fields of theoretical modeling analysis and dynamics simulation, but when a vehicle runs on a rough road surface, phenomena such as axle load transfer, suspension deformation delay, damping nonlinearity and impact between components often occur, so that theoretical analysis and dynamics simulation results cannot accurately reflect the coupling vibration characteristics of the suspensions. In order to improve the analysis accuracy of the coupled vibration of a front suspension and a rear suspension of a vehicle and reduce the coupled vibration degree of the front suspension and the rear suspension by optimizing a simulation technology, a hybrid analysis method for solving the coupled vibration of a suspension system is provided.
Disclosure of Invention
The invention aims to provide a design method of a light composite plate spring with multiple properties matched in a synergic manner, aiming at solving the problems that a composite plate spring designed by a traditional method is difficult to simultaneously meet multiple mechanical properties, and a clear and feasible optimization method is lacked in the process parameters of layering of the composite plate spring.
The specific technical scheme of the invention is as follows: a hybrid analysis method for resolving coupled vibrations in a suspension system, comprising the steps of:
step 1, performing a vibration test on a suspension system rack, and virtually and reversely solving the relative deformation of the suspension system;
step 4, establishing a suspension system parameterized dynamic model, and carrying out sensitivity analysis on suspension coupling vibration influence factors;
and 5, performing optimization simulation analysis on the coupling vibration of the suspension system according to the data obtained in the previous step, and performing effect verification analysis on the optimization scheme.
Further, the step 1 includes the following specific steps:
step 1.1, fixing front wheels of a vehicle on a test bed to enable rear wheels to be in a free state, applying Z-direction pulse displacement excitation to the test bed through a driving hydraulic cylinder, and respectively extracting acceleration data of the upper end and the lower end of a front suspension system and acceleration data of the upper end and the lower end of a rear suspension system;
step 1.2, fixing the rear wheels of the vehicle on a test bed to enable the front wheels to be in a free state, applying same Z-direction pulse displacement excitation to the test bed, and respectively extracting acceleration data of the upper end and the lower end of a front suspension system and acceleration data of the upper end and the lower end of a rear suspension system;
step 1.3, filtering acceleration data respectively collected in the two steps;
step 1.4, performing secondary integral processing on the acceleration data subjected to the wave filtering processing in the step to obtain absolute displacements of the upper end and the lower end of the front suspension system and the upper end and the lower end of the rear suspension system;
and step 1.5, calculating the relative displacement of the upper end and the lower end of the front suspension system and the upper end and the lower end of the rear suspension system according to the absolute displacement of the upper end and the lower end of the front suspension system and the absolute displacement of the upper end and the lower end of the rear suspension system, wherein the data is the deformation data of the front suspension and the rear suspension.
Further, the step 2 includes the following specific steps:
step 2.1, under the condition of front wheel pulse displacement excitation, drawing acceleration time domain data at the upper end of a front suspension system and the upper end of a rear suspension system;
step 2.2, recognizing the vibration coupling condition between the front suspension system and the rear suspension system, and calculating the influence degree of the front suspension system vibration on the rear suspension system vibration, namely the ratio of the rear suspension vibration acceleration to the front suspension vibration acceleration, wherein the larger the ratio is, the more obvious the coupling between the rear suspension vibration acceleration and the front suspension vibration acceleration is;
step 2.3, under the condition of pulse displacement excitation of the rear wheel, acceleration time domain data of the upper end of the front suspension and the upper end of the rear suspension are drawn;
and 2.4, recognizing the vibration coupling condition between the front suspension and the rear suspension, and calculating the influence degree of the rear suspension vibration on the front suspension vibration, namely the ratio of the front suspension vibration acceleration to the rear suspension vibration acceleration, wherein the larger the ratio is, the more obvious the coupling between the front suspension vibration acceleration and the rear suspension vibration acceleration is.
Further, the specific steps of step 3 are as follows:
step 3.1, respectively establishing a front suspension system dynamic model, a rear suspension system dynamic model and a vehicle body elastomer model;
step 3.2, establishing a rigid tire model, and establishing a contact relation between the rigid tire model and the ground;
step 3.3, respectively simulating the rigidity and the damping of the front suspension system and the rear suspension system, comparing the simulation with test data, and verifying the accuracy of the front suspension dynamic model and the rear suspension dynamic model;
step 3.4, performing modal simulation on the vehicle body elastic body model established in the step, testing and comparing simulation results again, and verifying the accuracy of the vehicle body elastic body model;
step 3.5, virtually assembling the front suspension system model, the rear suspension system model, the rigid tire model and the vehicle body elastic body model which are established in the step, and checking the front and rear axle load and the mass center coordinates;
step 3.6, respectively applying Z-direction pulse displacement excitation D to front wheels in the whole vehicle dynamic modelFApplying Z-direction pulse displacement excitation D to rear wheels in the whole vehicle dynamic modelRAnd carrying out simulation calculation, comparing the acceleration simulation data of the upper end of the front suspension and the upper end of the rear suspension with the test data, and verifying the accuracy of the whole vehicle dynamic model.
Further, the specific steps of step 4 are as follows:
step 4.1, setting the rigidity, the damping and the deflection of the front suspension system as parameterized variables;
step 4.2, setting the rigidity, the damping and the deflection of the rear suspension system as parameterized variables;
step 4.3, setting the vibration transfer rate between the front suspension system and the rear suspension system as a target function;
4.4, carrying out virtual design research simulation analysis on the complete vehicle dynamic model established in the step 3;
step 4.5, carrying out sensitivity analysis on the rigidity, the damping and the deflection of the front suspension system and the rear suspension system and the rigidity, the damping and the deflection of the rear suspension system;
and 4.6, determining key influence factors of the coupling vibration of the suspension system.
Further, in the step 4.4, the virtual design research refers to a change situation of the objective function when only one of the design variables takes a value within a specified range.
Further, the specific steps of step 5 are as follows:
step 5.1, making different values of key influence factors of the coupling vibration of the suspension system;
step 5.2, forming values of key influence factors of the coupling vibration of the suspension system into a series of different groups;
step 5.3, setting the objective function as the vibration transfer rate between the front suspension and the rear suspension;
step 5.4, performing iterative simulation calculation to finally obtain a group of optimal design variable combinations;
step 5.5, modifying the whole vehicle dynamics model according to the optimal design variable combination, and carrying out vibration simulation calculation;
and 5.6, comparing the simulation results before and after optimization, and verifying the optimal design variable combination decoupling effect.
Further, in the step 5, the virtual test design refers to that a plurality of design variables are changed, values of the plurality of variables are combined into different groups, and the change condition of the objective function is analyzed through the virtual test design when the design variables are different groups.
Compared with the prior art, the invention has the beneficial effects that:
the design method for the light composite leaf spring based on the multi-performance cooperative matching technology combines the nonlinear finite element analysis with the genetic optimization algorithm, and solves the problems of large iterative computation amount, difficult simulation convergence, large error of an optimization result and the like in the prior optimization technology.
Drawings
The invention will be further described with reference to the accompanying drawings.
FIG. 1 is a block flow diagram of the present invention.
FIG. 2 is a schematic diagram of a vehicle model structure of the present invention.
FIG. 3 is a graph comparing vibration of a front suspension system and a rear suspension system under front wheel excitation of the present invention.
FIG. 4 is a graph comparing vibration of a front suspension system and a rear suspension system under rear wheel excitation of the present invention.
FIG. 5 is a graph comparing the upper end acceleration of the front suspension system of the present invention.
FIG. 6 is a graph comparing upper end acceleration of the rear suspension system of the present invention.
FIG. 7 is a graph showing a comparison of the sensitivity of the coupled vibration influencing factors of the suspension system of the present invention.
FIG. 8 is a graph comparing vibration of a front suspension system and a rear suspension system under front wheel excitation in an optimized state of the invention.
FIG. 9 is a graph comparing the vibration of the front and rear suspension systems under rear wheel excitation in an optimized state of the invention.
Description of the drawings: 1-a front suspension system; 2-a front axle; 3-front wheels; 4-a rear suspension system; 5-a rear axle; 6-rear wheel.
Detailed Description
Examples
The hybrid analysis method for solving the coupling vibration of the suspension system provided by the embodiment is mainly characterized in that a dynamics principle and a test technology are comprehensively applied, the hybrid analysis method for solving the coupling vibration of the suspension system is provided, the problems that the existing suspension system coupling vibration analysis method is simple in boundary condition and large in analysis result error are solved, and the analysis method provided by the invention has the characteristics of high applicability and operability, high analysis result precision and remarkable optimization effect.
As shown in fig. 1 and fig. 2, the hybrid analysis method for solving the coupled vibration of the suspension system of the present embodiment includes the following steps:
step 1, performing a vibration test on a suspension system rack, and virtually and reversely solving the relative deformation of the suspension system.
Step 1.1, fixing the front wheels of the vehicle on a test bed to enable the rear wheels to be in a free state, and applying Z-direction pulse displacement excitation D to the test bed through driving a hydraulic cylinderFAnd respectively extracting acceleration data of Au at the upper end and Ad at the lower end of the front suspension system and acceleration data of Bu at the upper end and Bd at the lower end of the rear suspension system.
Step 1.2, fixing the rear wheel of the vehicle on a test bed to enable the front wheel to be in a free state, and applying same Z-direction pulse displacement excitation D to the test bedRAnd respectively extracting acceleration data of Au at the upper end and Ad at the lower end of the front suspension system and acceleration data of Bu at the upper end and Bd at the lower end of the rear suspension system.
And step 1.3, filtering the acceleration data respectively acquired in the two steps.
And step 1.4, performing secondary integral processing on the acceleration data subjected to wave filtering processing in the step to respectively obtain the absolute displacement of Au at the upper end and Ad at the lower end of the front suspension system and the absolute displacement of Bu at the upper end and Bd at the lower end of the rear suspension system.
And step 1.5, calculating the relative displacement of Au at the upper end and Ad at the lower end of the front suspension system according to the absolute displacement of the upper end and the lower end of the front suspension system, namely the deformation of the front suspension, and calculating the relative displacement of Bu at the upper end and Bd at the lower end of the rear suspension system according to the absolute displacement of the upper end and the lower end of the rear suspension system, namely the deformation of the rear suspension.
And 2, carrying out coupled vibration analysis on the front and rear suspensions.
And 2.1, drawing acceleration time domain data of the upper end of the front suspension system and the upper end of the rear suspension system under the condition of front wheel pulse displacement excitation.
And 2.2, recognizing the vibration coupling condition between the front suspension system and the rear suspension system, and calculating the influence degree of the front suspension system vibration on the rear suspension system vibration. The degree of influence of the vibration between the front suspension system and the rear suspension system is referred to as the vibration transfer rate between the suspensions, and as a result of comparison, as shown in fig. 3, the transfer rate of the vibration of the front suspension system to the rear suspension system is 52.4%, that is, the vibration coupling degree between the front suspension system and the rear suspension system is 0.524. The experimental analysis result can show that the influence of the vibration of the front suspension system on the rear suspension system is obvious.
And 2.3, drawing acceleration time domain data of the upper end of the front suspension and the upper end of the rear suspension under the rear wheel pulse displacement excitation condition.
And 2.4, recognizing the vibration coupling condition between the front suspension and the rear suspension, and calculating the influence degree of the rear suspension vibration on the front suspension vibration. As a result of comparison, as shown in fig. 4, the transmission rate of the rear suspension system vibration to the front suspension system was 42.3%, i.e., the degree of vibration coupling between the rear suspension system and the front suspension system was 0.423. The experimental analysis result can show that the influence of the vibration of the rear suspension system on the front suspension system is obvious.
And 3, establishing a whole vehicle dynamic vibration model and carrying out vibration simulation analysis.
And 3.1, respectively establishing a front suspension system dynamic model, a rear suspension system dynamic model and a vehicle body elastomer model.
Step 3.2, establishing a rigid tire model, and establishing a contact relation between the rigid tire model and the ground;
and 3.3, respectively simulating the rigidity and the damping of the front suspension system and the rear suspension system, comparing the rigidity and the damping with test data, verifying the accuracy of the front suspension dynamic model and the rear suspension dynamic model, and verifying the accuracy of the rear suspension dynamic model.
The comparison result is shown in table 1, and the fitting degrees of the simulation data and the test data of the rigidity and the damping of the front suspension are 95.65% and 92.86% respectively; the coincidence degrees of simulation data and test data of the rigidity and the damping of the rear suspension are 97.58% and 93.55% respectively; it can be proved that the front and rear suspension dynamics model established in the present embodiment is correct.
TABLE 1 suspension stiffness and damping calibration results
And 3.4, performing modal simulation on the vehicle body elastic body model established in the step, comparing a simulation result with a test, and verifying the accuracy of the vehicle body elastic body model.
And 3.5, assembling the front suspension system model, the rear suspension system model, the rigid tire model and the vehicle body elastic body model which are established in the previous step on an ADAMS software platform, and checking the front and rear axle load and the mass center coordinates.
Step 3.6, applying Z-direction pulse displacement excitation D to the front wheel in the whole vehicle dynamic modelFAnd performing simulation calculation, comparing acceleration simulation data at the upper end of the front suspension system with test data, and verifying the accuracy of the whole vehicle dynamic model, wherein the comparison result is shown in fig. 5, and the data goodness of fit of the acceleration simulation data and the test data is 93.4%.
Applying Z-direction pulse displacement excitation D to rear wheel in complete vehicle dynamic modelRCarrying out simulation calculation, comparing acceleration simulation data at the upper end of the rear suspension system with test data, verifying the accuracy of the whole vehicle dynamic model, wherein the comparison result is shown in figure 6, and the data goodness of fit of the two is 94.8%; the comparison result shows that the whole vehicle dynamics model is accurate.
And 4, establishing a suspension system parameterized dynamic model, and carrying out sensitivity analysis on suspension coupling vibration influence factors.
And 4.1, setting the rigidity, the damping and the deflection of the front suspension system as parameterized variables.
And 4.2, setting the rigidity, the damping and the deflection of the rear suspension system as parameterized variables.
And 4.3, setting the vibration transfer rate between the front suspension system and the rear suspension system as an objective function.
And 4.4, carrying out virtual design research simulation analysis on the complete vehicle dynamics model established in the step 3.
And 4.5, carrying out sensitivity analysis on the rigidity, the damping and the deflection of the front suspension system and the rear suspension system and the rigidity, the damping and the deflection of the rear suspension system, wherein the analysis result is shown in fig. 7, wherein the rigidity contribution degree of the front suspension system is 35.7%, and the rigidity contribution degree of the rear suspension system is 32.5%, so that the rigidity of the front suspension system and the rigidity of the rear suspension system can be proved to be key influence factors of the coupling vibration of the suspension.
And 5, performing optimization simulation analysis on the coupling vibration of the suspension system according to the data obtained in the previous step, and performing effect verification analysis on the optimization scheme.
And 5.1, making different values of key influence factors of the coupling vibration of the suspension system. Wherein the value range of the rigidity of the front suspension system is 80N/mm-110N/mm, and the value range of the rigidity of the rear suspension system is 100N/mm-130N/mm.
And 5.2, forming a series of different groups by values of key influence factors of the coupling vibration of the suspension system, wherein the groups are 49 arrangement groups in total as shown in the table 2.
TABLE 2 suspension stiffness permutation combination
And 5.3, setting the objective function as the vibration transfer rate between the front suspension and the rear suspension.
And 5.4, performing iterative simulation calculation to finally obtain a group of optimal design variable combinations: the front suspension is 100N/mm and the rear suspension is 120N/mm.
Step 5.5, modifying the whole vehicle dynamic model according to the optimal design variable combination, and performing vibration simulation calculation;
step 5.6, comparing the simulation results before and after optimization, and verifying the optimal design variable combination decoupling effect: the result of the vibration comparison between the front suspension system and the rear suspension system under the excitation of the front wheels is shown in fig. 8, and the transmission rate of the vibration of the front suspension system to the rear suspension system is 22.1% when the rear state is optimized, namely the vibration coupling degree between the front suspension system and the rear suspension system is 0.221; the result of comparing the vibration of the front suspension system with that of the rear suspension system under the excitation of the rear wheels is shown in fig. 9, and the transmission rate of the vibration of the rear suspension system to the front suspension system is 15.7% when the rear state is optimized, namely the vibration coupling degree of the front suspension system and the rear suspension system is 0.157. Therefore, the comparison result shows that the optimal scheme of the rigidity of the front suspension system and the rigidity of the rear suspension system can obviously reduce the coupling degree of the suspension system.
The vibration coupling degree of the front suspension and the rear suspension can be accurately analyzed, the vibration coupling degree of the front suspension and the rear suspension is reduced through suspension parameter sensitivity analysis and optimization simulation, and the NVH performance of the vehicle is improved.
In addition to the above examples, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the present claims.
Claims (8)
1. A hybrid analysis method for resolving coupled vibrations in a suspension system, comprising: the method comprises the following steps:
step 1, performing a vibration test on a suspension system rack, and virtually reversely solving the relative deformation of the suspension system;
step 2, carrying out coupled vibration analysis on the front and rear suspensions;
step 3, establishing a whole vehicle dynamic vibration model, and carrying out vibration simulation analysis;
step 4, establishing a suspension system parameterized dynamic model, and carrying out sensitivity analysis on suspension coupling vibration influence factors;
and 5, performing optimization simulation analysis on the coupling vibration of the suspension system according to the data obtained in the previous step, and performing effect verification analysis on the optimization scheme.
2. A hybrid analysis method for resolving suspension system coupled vibrations as recited in claim 1, wherein: the step 1 comprises the following specific steps:
step 1.1, fixing front wheels of a vehicle on a test bed to enable rear wheels to be in a free state, applying Z-direction pulse displacement excitation to the test bed through a driving hydraulic cylinder, and respectively extracting acceleration data of the upper end and the lower end of a front suspension system and acceleration data of the upper end and the lower end of a rear suspension system;
step 1.2, fixing the rear wheels of the vehicle on a test bed to enable the front wheels to be in a free state, applying same Z-direction pulse displacement excitation to the test bed, and respectively extracting acceleration data of the upper end and the lower end of a front suspension system and acceleration data of the upper end and the lower end of a rear suspension system;
step 1.3, filtering acceleration data respectively collected in the two steps;
step 1.4, performing secondary integral processing on the acceleration data subjected to the wave filtering processing in the step to obtain absolute displacements of the upper end and the lower end of the front suspension system and the upper end and the lower end of the rear suspension system;
and step 1.5, calculating the relative displacement of the upper end and the lower end of the front suspension system and the upper end and the lower end of the rear suspension system according to the absolute displacement of the upper end and the lower end of the front suspension system and the absolute displacement of the upper end and the lower end of the rear suspension system, wherein the data is the deformation data of the front suspension and the rear suspension.
3. A hybrid analysis method for resolving suspension system coupled vibrations as recited in claim 1, wherein: the step 2 comprises the following specific steps:
step 2.1, under the condition of front wheel pulse displacement excitation, drawing acceleration time domain data at the upper end of a front suspension system and the upper end of a rear suspension system;
step 2.2, recognizing the vibration coupling condition between the front suspension system and the rear suspension system, and calculating the influence degree of the front suspension system vibration on the rear suspension system vibration, namely the ratio of the rear suspension vibration acceleration to the front suspension vibration acceleration, wherein the larger the ratio is, the more obvious the coupling between the rear suspension vibration acceleration and the front suspension vibration acceleration is;
step 2.3, under the condition of pulse displacement excitation of the rear wheel, acceleration time domain data of the upper end of the front suspension and the upper end of the rear suspension are drawn;
and 2.4, recognizing the vibration coupling condition between the front suspension and the rear suspension, and calculating the influence degree of the rear suspension vibration on the front suspension vibration, namely the ratio of the front suspension vibration acceleration to the rear suspension vibration acceleration, wherein the larger the ratio is, the more obvious the coupling between the front suspension vibration acceleration and the rear suspension vibration acceleration is.
4. A hybrid analysis method for resolving suspension system coupled vibrations as recited in claim 1, wherein: the specific steps of the step 3 are as follows:
step 3.1, respectively establishing a front suspension system dynamic model, a rear suspension system dynamic model and a vehicle body elastomer model;
step 3.2, establishing a rigid tire model, and establishing a contact relation between the rigid tire model and the ground;
step 3.3, respectively simulating the rigidity and the damping of the front suspension system and the rear suspension system, comparing the simulation with test data, and verifying the accuracy of the front suspension dynamic model and the rear suspension dynamic model;
step 3.4, performing modal simulation on the vehicle body elastic body model established in the step, testing and comparing simulation results again, and verifying the accuracy of the vehicle body elastic body model;
step 3.5, virtually assembling the front suspension system model, the rear suspension system model, the rigid tire model and the vehicle body elastic body model which are established in the step, and checking the front and rear axle load and the mass center coordinates;
step 3.6, respectively applying Z-direction pulse displacement excitation D to front wheels in the whole vehicle dynamic modelFApplying Z-direction pulse displacement excitation D to rear wheels in the whole vehicle dynamic modelRAnd carrying out simulation calculation, comparing the acceleration simulation data of the upper end of the front suspension and the upper end of the rear suspension with the test data, and verifying the accuracy of the whole vehicle dynamic model.
5. A hybrid analysis method for resolving suspension system coupled vibrations as recited in claim 1, wherein: the specific steps of the step 4 are as follows:
step 4.1, setting the rigidity, the damping and the deflection of the front suspension system as parameterized variables;
step 4.2, setting the rigidity, the damping and the deflection of the rear suspension system as parameterized variables;
step 4.3, setting the vibration transfer rate between the front suspension system and the rear suspension system as a target function;
4.4, carrying out virtual design research simulation analysis on the complete vehicle dynamic model established in the step 3;
step 4.5, carrying out sensitivity analysis on the rigidity, the damping and the deflection of the front suspension system and the rear suspension system and the rigidity, the damping and the deflection of the rear suspension system;
and 4.6, determining key influence factors of the coupling vibration of the suspension system.
6. The hybrid analysis method for resolving suspension system coupled vibrations of claim 5, wherein: in the step 4.4, the virtual design research refers to the change condition of the objective function when only one of the design variables takes a value in a specified range.
7. A hybrid analysis method for resolving coupled vibrations in a suspension system as claimed in claim 1, wherein: the specific steps of the step 5 are as follows:
step 5.1, making different values of key influence factors of the coupling vibration of the suspension system;
step 5.2, forming values of key influence factors of the coupling vibration of the suspension system into a series of different groups;
step 5.3, setting the objective function as the vibration transfer rate between the front suspension and the rear suspension;
step 5.4, performing iterative simulation calculation to finally obtain a group of optimal design variable combinations;
step 5.5, modifying the whole vehicle dynamics model according to the optimal design variable combination, and carrying out vibration simulation calculation;
and 5.6, comparing the simulation results before and after optimization, and verifying the optimal design variable combination decoupling effect.
8. The hybrid analysis method for resolving suspension system coupled vibrations of claim 7, wherein: in the step 5, the virtual test design refers to that a plurality of design variables are changed, values of the plurality of variables are combined into different groups, and the change condition of the objective function is analyzed and measured when the different groups of the design variables are changed through the virtual test design.
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