CN114925473B - Modal simulation method and system for suspension bracket - Google Patents
Modal simulation method and system for suspension bracket Download PDFInfo
- Publication number
- CN114925473B CN114925473B CN202210601540.XA CN202210601540A CN114925473B CN 114925473 B CN114925473 B CN 114925473B CN 202210601540 A CN202210601540 A CN 202210601540A CN 114925473 B CN114925473 B CN 114925473B
- Authority
- CN
- China
- Prior art keywords
- modal
- finite element
- initial
- suspension
- suspension bracket
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 110
- 238000004088 simulation Methods 0.000 title claims abstract description 68
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000004458 analytical method Methods 0.000 claims abstract description 60
- 238000012360 testing method Methods 0.000 claims abstract description 40
- 238000013461 design Methods 0.000 claims description 5
- 230000000452 restraining effect Effects 0.000 claims description 4
- 238000005457 optimization Methods 0.000 claims description 3
- 238000011161 development Methods 0.000 abstract description 10
- 239000000463 material Substances 0.000 description 4
- 238000009434 installation Methods 0.000 description 3
- 238000002955 isolation Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 229910001208 Crucible steel Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012938 design process Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000004033 plastic Substances 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000012502 risk assessment Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/17—Mechanical parametric or variational design
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/04—Constraint-based CAD
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Theoretical Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Evolutionary Computation (AREA)
- Computer Hardware Design (AREA)
- General Engineering & Computer Science (AREA)
- Pure & Applied Mathematics (AREA)
- Mathematical Optimization (AREA)
- Mathematical Analysis (AREA)
- Computational Mathematics (AREA)
- Automation & Control Theory (AREA)
- Aviation & Aerospace Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention relates to a mode simulation method and a mode simulation system for a suspension bracket, wherein the method comprises the following steps: establishing a CAD model of the suspension bracket; establishing a finite element model; setting constraint conditions of a finite element model; initial dynamic stiffness of a bolt mounting hole of the finite element model is set; setting an initial additional mass; performing modal analysis on the finite element model to obtain a simulation result; carrying out a whole vehicle modal test on the suspension bracket to obtain a modal test result; comparing the simulation result and the modal test result, judging whether the errors of the modal frequencies and the vibration modes of the simulation result and the modal test result reach the preset precision, and obtaining the optimal dynamic stiffness and the optimal additional mass as modal analysis results; obtaining the modal analysis results of other suspension brackets; and performing modal standard alignment analysis and solidifying simulation specifications according to the modal analysis results of all the suspension brackets. The method and the system accurately acquire the mode level of the whole vehicle state of the suspension bracket, and ensure that the NVH riding comfort development requirement is met.
Description
Technical Field
The invention relates to the field of modal analysis of vehicle parts, in particular to a modal simulation method and system of a suspension bracket.
Background
With the development of science and technology and the improvement of living standard, consumers are paying more attention to riding comfort, and pure electric vehicles with better comfort become the main stream direction of future development of the vehicles. The vibration isolation characteristic of the suspension system plays an important role in riding comfort of the automobile, the vibration isolation design is poor, noise vibration of the power source can be transmitted to various parts of the automobile, and riding comfort of a driver and passengers is directly affected. The suspension system is designed as an important component of the whole vehicle, is a key technology for reducing vibration and noise of the power assembly, and has good performance, so that the suspension system can reduce the transmission of vibration to the vehicle body, reduce the noise in the vehicle, improve the riding comfort and better protect the power assembly. In order to achieve good vibration isolation, the lowest modal frequency of the suspension mount should be greater than 500Hz. Through suspension system mode promotion, in power take off's reasonable rotational speed, moment of torsion within range, can effectively reduce the vibration that power assembly produced transmitted the automobile body, improve whole car travelling comfort.
The vehicle suspension system has the characteristics of small number of parts, simple assembly of simulation models and the like, and the type and the size of grid units and the construction of the models can adopt a high-precision simulation scheme, so that boundary conditions and model simplification become the most important factors influencing the modal simulation precision of the vehicle suspension bracket.
Many suspension suppliers or host factories adopt early-stage CAE simulation control, and traditional suspension bracket modal analysis comprises a free modal analysis method without applying any constraint condition, a ground constraint modal analysis method with bolt rigidity fixed constraint and a vehicle constraint modal analysis method with bolt hole and ground elastic connection constraint, wherein the two previous analysis methods are suspension single body control, and the influence of the constraint condition and additional mass and rigidity in the whole vehicle state on the suspension bracket mode is not fully considered; the method for analyzing the vehicle constraint mode of the bolt hole and the ground elastic connection constraint needs to model a power assembly grid and a whole vehicle, the front and rear processing cost is long, the cost is high, the defect of error control by comparing the bolt hole with test data is avoided in the design process, the simulation difference of the post-stage real vehicle test pair mark is larger than that of the pre-stage, the influence difference cause of the whole vehicle state cannot be effectively checked, and the pre-stage risk assessment and the design redundancy reservation cannot be effectively supported.
The suspension bracket modal analysis precision of the whole vehicle installation state is improved, so that an important engineering effect is achieved, the suspension mode of the whole vehicle installation state is accurately calculated, and the suspension bracket modal analysis precision has important significance for NVH (noise, vibration and harshness) real vehicle regulation and teaching and for ensuring the development requirement of the comfort of the NVH riding.
Disclosure of Invention
The invention aims to provide a mode simulation method and a mode simulation system for a suspension bracket, which improve simulation precision by optimizing constraint conditions and boundaries such as additional mass, rigidity and the like, accurately acquire the mode level of the suspension bracket in the whole vehicle state and ensure that the development requirement of NVH riding comfort is met.
The invention provides a mode simulation method of a suspension bracket, which comprises the following steps:
S1: acquiring input parameters of the suspension bracket;
s2: establishing a CAD model of the suspension bracket according to the input parameters of the suspension bracket;
s3: establishing a finite element model according to the CAD model of the suspension bracket;
s4: setting constraint conditions of a finite element model;
s5: initial dynamic stiffness of a bolt mounting hole of the finite element model is set;
s6: setting an initial additional mass of the finite element model;
S7: performing modal analysis on the finite element model to obtain a simulation result;
S8: carrying out a whole vehicle modal test on the suspension bracket to obtain a modal test result;
S9: comparing the simulation result in the step S7 with the modal test result in the step S8, and judging whether errors of modal frequencies and vibration modes of the simulation result and the modal test result reach preset precision; if so, taking the initial dynamic stiffness and the initial additional mass as the optimal dynamic stiffness and the optimal additional mass; if the dynamic stiffness is not achieved, adjusting the initial dynamic stiffness and the initial additional mass of the finite element model, and performing modal analysis until errors of the obtained simulation result and the modal frequency and the vibration mode of the modal test result reach preset precision, so as to obtain the optimal dynamic stiffness and the optimal additional mass; the obtained optimal dynamic stiffness and optimal additional mass are used as a modal analysis result of the suspension bracket;
s10: repeating the steps S1-S9 for other suspension brackets of the same platform vehicle type to obtain the modal analysis results of the other suspension brackets;
s11: and carrying out modal alignment analysis according to the modal analysis results of all suspension brackets of the same platform vehicle type, and solidifying simulation specifications according to the modal alignment analysis results of all suspension brackets.
Further, the input parameters include bolt mounting hole position, aperture, suspension elastic center point position of the driving end, bolt mounting hole position of the driven end, elastic bushing design rigidity and peripheral space arrangement envelope information of the power assembly.
Further, step S3 further includes: and importing the CAD model into finite element software, and performing grid division to obtain the finite element model.
Further, the finite element software is NASTAN, when the finite element model is built, the grid size of the suspension bracket is set to be 3-4mm, the unit type is set to be a second order tetrahedron unit, the bolt is set to be a Beam unit, and the Rbe2 unit is adopted to connect the suspension bracket.
Further, step S4 includes: and a CBUSH unit equivalent is used for replacing the power assembly, one end of the CBUSH unit is connected with a main point of a bolt Rbe2 of the finite element model, and the other end of the CBUSH unit is used for restraining all the degrees of freedom in the directions.
Further, in step S5, the initial dynamic stiffness includes an initial translational stiffness set to 200KN/mm and an initial rotational stiffness set to 40000KN/mm.
Further, in step S6, the initial additional mass is a concentrated mass added in the bolt installation hole, which is half of the total mass of the driving end bracket, the rubber, the inner frame, and the main spring frame.
Further, in step S9, the preset precision is that the errors of the mode frequencies and the mode shapes of the simulation result and the mode test result are less than 5%.
Further, in step S9, the initial translational stiffness is adjusted by 20KN/mm, the initial rotational stiffness is adjusted by 4000KN/mm, and the initial additional mass is adjusted by 20% of the vertical deviation.
Another aspect of the present invention provides a modal simulation system of a suspension bracket, comprising:
The acquisition module is used for acquiring input parameters of the suspension bracket through project product definition;
The modeling module is used for establishing a CAD model of the suspension bracket according to the input parameters;
the finite element module is arranged for establishing a finite element model according to the CAD model of the suspension bracket;
the setting module is used for setting constraint conditions of the finite element model, initial dynamic stiffness of the bolt mounting hole and initial additional mass;
the modal analysis module is used for carrying out modal analysis on the finite element model and obtaining a simulation result;
the mode test module is used for carrying out a whole vehicle mode test on the suspension bracket and obtaining a mode test result;
The optimization module is used for performing standard comparison analysis on the simulation result and the modal test result, and adjusting the initial dynamic stiffness and the initial additional mass according to the analysis result to obtain the optimal dynamic stiffness and the optimal additional mass as the modal analysis result of the suspension bracket;
The standard establishment module is arranged to acquire the modal analysis results of all suspension brackets of the same platform vehicle type, perform modal alignment analysis, and solidify simulation standards according to the modal alignment analysis results of all suspension brackets.
According to the modal simulation method and system of the suspension bracket, CBUSH units are adopted to equivalently replace a power assembly, one end of each CBUSH unit is connected with a main point of a bolt Rbe2 of a finite element model, and the other end of each CBUSH unit is used for restraining all degrees of freedom in directions, so that the addition of constraint conditions in the whole vehicle state is realized; the dynamic stiffness and the additional mass are optimized, so that the mode simulation result of the suspension bracket in the whole vehicle state meets the preset precision, and the NVH riding comfort development requirement is met.
Drawings
FIG. 1 is a flow chart of a method of modal simulation of a suspension mount according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a modal simulation system of a suspension bracket according to another embodiment of the invention.
Detailed Description
Preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
As shown in fig. 1, an embodiment of the present invention provides a method for simulating a mode of a suspension bracket, including the following steps:
S1: acquiring input parameters of the suspension bracket;
The input parameters comprise the positions of bolt mounting holes of the power assembly, the apertures, the positions of suspension elastic center points of the power assembly, the positions of the bolt mounting holes of passive ends such as a vehicle body or an auxiliary frame, the design rigidity of an elastic bushing and peripheral space arrangement envelope information, and the input parameters can be obtained through project product definition.
S2: establishing a CAD model of the suspension bracket according to the input parameters of the suspension bracket;
The suspension bracket comprises a driving end bracket, a driven end bracket, an elastic bushing and a limiting block, and the established CAD model comprises the information such as the position of a bolt mounting hole, a reinforcing rib, the elastic modulus of each component material, the Poisson ratio and density, the mass of the suspension bracket (single-piece mass, assembly mass and mass center position) and the like besides the structure. The reinforcing ribs are arranged around the bolt mounting holes and the elastic bushings in a combined space mode according to experience, the bolt mounting holes are determined according to matching mounting points of the power assembly, generally three to four of the bolt mounting holes are formed, materials of each part can be cast aluminum or cast steel, parts with light weight requirements can be made of plastic materials, and the elastic bushings are made of rubber materials.
S3: establishing a finite element model according to the CAD model of the suspension bracket;
specifically, the CAD model is imported into finite element software, and grid division is performed in the finite element software to obtain the finite element model.
In the embodiment, the finite element software is NASTAN, and when the grids are divided, the grid size of the casting suspension bracket is divided into 3-4mm units, and the unit types are second-order tetrahedron units; for the split suspension bracket, bolts need to build Beam units according to the designed diameter, and Rbe2 units are used for connecting the bracket.
S4: setting constraint conditions of a finite element model;
in the whole vehicle state, the suspension bracket is constrained by the bolt mounting hole of the power assembly, in the embodiment, CBUSH units are used for equivalently replacing the power assembly, one end of each CBUSH unit is connected with the main point of the bolt Rbe2 of the finite element model, and the other end is constrained to all the degrees of freedom in the direction, so that the addition of constraint conditions in the whole vehicle state is realized.
S5: initial dynamic stiffness of a bolt mounting hole of the finite element model is set;
Specifically, a Beam unit is built according to a designed diameter through a bolt mounting hole of the finite element model, CBUSH units are built, wherein the Beam unit is used for contributing to the rigidity and the mass of a bolt, the CUBSH units are used for contributing to the mounting of a suspension bracket bolt Kong Gangdu on a power assembly, the equivalent dynamic rigidity is used as the unit rigidity input, and the initial dynamic rigidity is set according to the initial translational rigidity of 200KN/mm and the initial rotational rigidity of 40000 KN/mm.
S6: setting an initial additional mass of the finite element model;
Specifically, the total mass of the driving end bracket, the rubber, the inner framework and the main spring framework is weighed, concentrated mass which is half of the total mass of the driving end bracket, the rubber, the inner framework and the main spring framework is added in the bolt mounting hole, and therefore the additional mass is set;
S7: performing modal analysis on the finite element model to obtain a simulation result;
After the initial dynamic stiffness and the initial additional mass are added, the modal analysis can be performed in finite element software, and then a simulation result, namely the front sixth-order suspension bracket mode, is output.
S8: carrying out a whole vehicle modal test on the suspension bracket to obtain a modal test result;
specifically, the two states of bolting and disconnecting are respectively tested at the elastic bushings of the driving end bracket and the driven end bracket, so as to obtain the modal test results under the two states.
S9: comparing the simulation result in the step S7 with the modal test result in the step S8, and judging whether errors of modal frequencies and vibration modes of the simulation result and the modal test result reach preset precision; if so, taking the initial dynamic stiffness and the initial additional mass as the optimal dynamic stiffness and the optimal additional mass; if the dynamic stiffness is not achieved, adjusting the initial dynamic stiffness and the initial additional mass of the finite element model, and performing modal analysis until errors of the obtained simulation result and the modal frequency and the vibration mode of the modal test result reach preset precision, so as to obtain the optimal dynamic stiffness and the optimal additional mass; the obtained optimal dynamic stiffness and optimal additional mass are used as a modal analysis result of the suspension bracket;
The preset precision can be set to be less than 5% of the mode frequency and the mode shape error of the two modes, so that the performance NVH development requirement is met, and when the simulation result meets the preset precision, the precision of the finite element model can be ensured.
When the error is not less than 5%, the accuracy of the model is limited to be insufficient, and the initial dynamic stiffness and the initial additional mass are required to be adjusted to meet the requirements. Specifically, the initial translational rigidity is adjusted at the amplitude of 20KN/mm, the initial rotational rigidity is adjusted at the amplitude of 4000KN/mm, and the initial additional mass is adjusted at the upper and lower deviation of 20 percent; for example, when the modal frequency and the vibration mode of the simulation result are greater than 5% of the modal test result, the initial translational rigidity is increased by 20KN/mm, the initial rotational rigidity is increased by 4000KN/mm, the initial additional mass is increased by 20%, modal analysis is performed, the obtained result is compared with the modal test result, otherwise, when the modal frequency and the vibration mode of the simulation result are smaller than the modal test result, the initial translational rigidity is reduced by 20KN/mm, the initial rotational rigidity is reduced by 4000KN/mm, the initial additional mass is reduced by 20%, modal analysis is performed, and the simulation result meets the preset precision through repeated adjustment, and the dynamic rigidity and the additional mass at the moment are the optimal dynamic rigidity and the optimal additional mass.
S10: repeating the steps S1-S9 for other suspension brackets of the same platform vehicle type to obtain the optimal dynamic stiffness and the optimal additional mass of the other suspension brackets;
s11: and carrying out modal alignment analysis according to the modal analysis results of all suspension brackets of the same platform vehicle type, and solidifying simulation specifications according to the modal alignment analysis results of all suspension brackets.
The dynamic stiffness and the additional mass of different suspension brackets are adjusted, and the dynamic stiffness and the optimal additional mass are obtained by repeated calibration optimization with test results, so that a solidified simulation standard is formed, different people can make similar or identical results, and NVH performance development is supported.
According to the modal simulation method of the suspension bracket, CBUSH units are adopted to equivalently replace a power assembly, one ends of CBUSH units are connected with a main point of a bolt Rbe2 of a finite element model, and the other ends of the CBUSH units are used for restraining all directional degrees of freedom, so that the addition of constraint conditions in the whole vehicle state is realized; the dynamic stiffness and the additional mass are optimized, so that the mode simulation result of the suspension bracket in the whole vehicle state meets the preset precision, and the NVH riding comfort development requirement is met.
As shown in fig. 2, another embodiment of the present invention provides a mode simulation system of a suspension bracket, which can implement the mode simulation method of the suspension bracket of the above embodiment, including:
An acquisition module 100 arranged to acquire input parameters by project product definition;
a modeling module 200 configured to build a CAD model of the suspension mount based on the input parameters;
A finite element module 300 arranged to build a finite element model from the CAD model of the suspension mount;
the setting module 400 is used for setting constraint conditions of the finite element model, initial dynamic stiffness of the bolt mounting hole, initial additional mass and the like;
the modal analysis module 500 is configured to perform modal analysis on the finite element model and obtain a simulation result;
the mode test module 600 is configured to perform a whole vehicle mode test on the suspension bracket and obtain a mode test result;
The optimizing module 700 is configured to perform standard comparison analysis on the simulation result and the modal test result, and adjust the initial dynamic stiffness and the initial additional mass according to the analysis result to obtain the optimal dynamic stiffness and the optimal additional mass as the modal analysis result of the suspension bracket;
The standard establishment module 800 is configured to obtain the modal analysis results of all suspension brackets of the same platform vehicle type, perform modal alignment analysis, and solidify simulation standards according to the modal alignment analysis results of all suspension brackets.
The specific implementation method of each module is the same as that of the previous embodiment, and will not be repeated here.
The mode simulation system of the suspension bracket provided by the embodiment of the invention can realize the mode simulation method of the suspension bracket of the previous embodiment, adopts CBUSH units to equivalently replace a power assembly, and one end of a CBUSH unit is connected with a main point of a bolt Rbe2 of a finite element model, and the other end of the CBUSH unit constrains all degrees of freedom in directions, so that the addition of constraint conditions in the whole vehicle state is realized; the dynamic stiffness and the additional mass are optimized, so that the mode simulation result of the suspension bracket in the whole vehicle state meets the preset precision, and the NVH riding comfort development requirement is met.
The foregoing description of the embodiments is provided to facilitate the understanding and appreciation of the invention by those skilled in the art. It will be apparent to those skilled in the art that various modifications can be made to these teachings and that the general principles described herein may be applied to other embodiments without the need for inventive faculty. Therefore, the invention is not limited to the above description and the description of the embodiments, and those skilled in the art, based on the disclosure of the invention, should make improvements and modifications without departing from the scope of the invention.
Claims (9)
1. The mode simulation method of the suspension bracket is characterized by comprising the following steps of:
S1: acquiring input parameters of the suspension bracket;
s2: establishing a CAD model of the suspension bracket according to the input parameters of the suspension bracket;
s3: establishing a finite element model according to the CAD model of the suspension bracket;
s4: setting constraint conditions of a finite element model;
s5: initial dynamic stiffness of a bolt mounting hole of the finite element model is set;
s6: setting an initial additional mass of the finite element model;
S7: performing modal analysis on the finite element model to obtain a simulation result;
S8: carrying out a whole vehicle modal test on the suspension bracket to obtain a modal test result;
S9: comparing the simulation result in the step S7 with the modal test result in the step S8, and judging whether errors of modal frequencies and vibration modes of the simulation result and the modal test result reach preset precision; if so, taking the initial dynamic stiffness and the initial additional mass as the optimal dynamic stiffness and the optimal additional mass; if the dynamic stiffness is not achieved, adjusting the initial dynamic stiffness and the initial additional mass of the finite element model, and performing modal analysis until errors of the obtained simulation result and the modal frequency and the vibration mode of the modal test result reach preset precision, so as to obtain the optimal dynamic stiffness and the optimal additional mass; the obtained optimal dynamic stiffness and optimal additional mass are used as a modal analysis result of the suspension bracket;
s10: repeating the steps S1-S9 for other suspension brackets of the same platform vehicle type to obtain the modal analysis results of the other suspension brackets;
s11: performing modal alignment analysis according to modal analysis results of all suspension brackets of the same platform vehicle type, and solidifying simulation specifications according to the modal alignment analysis results of all suspension brackets;
Wherein, step S4 includes: and a CBUSH unit equivalent is used for replacing the power assembly, one end of the CBUSH unit is connected with a main point of a bolt Rbe2 of the finite element model, and the other end of the CBUSH unit is used for restraining all the degrees of freedom in the directions.
2. The method of claim 1, wherein the input parameters include a bolt mounting hole location, an aperture, a suspension spring center point location of the active end, a bolt mounting hole location of the passive end, a spring bushing design stiffness, and a perimeter space arrangement envelope information of the powertrain.
3. The method of modal simulation of a suspension mount according to claim 1, wherein step S3 further comprises: and importing the CAD model into finite element software, and performing grid division to obtain the finite element model.
4. A method of modal simulation of a suspension mount according to claim 3, wherein the finite element software is NASTRAN, the grid size of the suspension mount is set to 3-4mm, the cell type is set to a second order tetrahedron cell, the bolts are set to Beam cells, and the suspension mount is connected using Rbe2 cells.
5. The method of modal simulation of a suspension bracket according to claim 1, characterized in that in step S5 the initial dynamic stiffness comprises an initial translational stiffness and an initial rotational stiffness, the initial translational stiffness being set to 200KN/mm and the initial rotational stiffness being set to 40000KN/mm.
6. The method of modal simulation of a suspension bracket according to claim 1, wherein in step S6, the initial additional mass is a concentrated mass added in the bolt mounting hole, the concentrated mass being half of the total mass of the driving end bracket, the rubber, the inner armature and the main spring armature.
7. The method according to claim 1, wherein in step S9, the preset accuracy is that the error of the modal frequency and the mode shape of the simulation result and the modal test result is less than 5%.
8. The method according to claim 5, wherein in step S9, the initial translational stiffness is adjusted by 20KN/mm, the initial rotational stiffness is adjusted by 4000KN/mm, and the initial additional mass is adjusted by 20% of its up-down deviation.
9. A modal simulation system of a suspension mount, comprising:
The acquisition module is used for acquiring input parameters of the suspension bracket through project product definition;
The modeling module is used for establishing a CAD model of the suspension bracket according to the input parameters;
the finite element module is arranged for establishing a finite element model according to the CAD model of the suspension bracket;
the setting module is used for setting constraint conditions of the finite element model, initial dynamic stiffness of the bolt mounting hole and initial additional mass; the constraint condition of the finite element model is that CBUSH units are used for equivalently replacing a power assembly, one end of each CBUSH unit is connected with a main point of a bolt Rbe2 of the finite element model, and the other end of each CBUSH unit is used for constraining all directional degrees of freedom;
the modal analysis module is used for carrying out modal analysis on the finite element model and obtaining a simulation result;
the mode test module is used for carrying out a whole vehicle mode test on the suspension bracket and obtaining a mode test result;
The optimization module is used for performing standard comparison analysis on the simulation result and the modal test result, and adjusting the initial dynamic stiffness and the initial additional mass according to the analysis result to obtain the optimal dynamic stiffness and the optimal additional mass as the modal analysis result of the suspension bracket;
The standard establishment module is arranged to acquire the modal analysis results of all suspension brackets of the same platform vehicle type, perform modal alignment analysis, and solidify simulation standards according to the modal alignment analysis results of all suspension brackets.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210601540.XA CN114925473B (en) | 2022-05-30 | 2022-05-30 | Modal simulation method and system for suspension bracket |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210601540.XA CN114925473B (en) | 2022-05-30 | 2022-05-30 | Modal simulation method and system for suspension bracket |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114925473A CN114925473A (en) | 2022-08-19 |
| CN114925473B true CN114925473B (en) | 2024-04-26 |
Family
ID=82811995
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210601540.XA Active CN114925473B (en) | 2022-05-30 | 2022-05-30 | Modal simulation method and system for suspension bracket |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114925473B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103678749A (en) * | 2012-09-24 | 2014-03-26 | 重庆长安汽车股份有限公司 | Finite element analysis method of automobile pull rod type suspension |
| CN111985044A (en) * | 2019-05-23 | 2020-11-24 | 上海汽车集团股份有限公司 | Method and device for analyzing rigidity of transverse stabilizer bar |
| CN112182697A (en) * | 2020-09-15 | 2021-01-05 | 河海大学 | High-precision dynamic measurement method for system tension of damping suspender |
| CN112765724A (en) * | 2020-12-29 | 2021-05-07 | 浙江合众新能源汽车有限公司 | Automobile damping patch position optimization method and system |
| CN113239458A (en) * | 2021-04-26 | 2021-08-10 | 中汽研汽车检验中心（天津）有限公司 | Whole vehicle road noise simulation benchmarking method based on virtual road surface |
-
2022
- 2022-05-30 CN CN202210601540.XA patent/CN114925473B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103678749A (en) * | 2012-09-24 | 2014-03-26 | 重庆长安汽车股份有限公司 | Finite element analysis method of automobile pull rod type suspension |
| CN111985044A (en) * | 2019-05-23 | 2020-11-24 | 上海汽车集团股份有限公司 | Method and device for analyzing rigidity of transverse stabilizer bar |
| CN112182697A (en) * | 2020-09-15 | 2021-01-05 | 河海大学 | High-precision dynamic measurement method for system tension of damping suspender |
| CN112765724A (en) * | 2020-12-29 | 2021-05-07 | 浙江合众新能源汽车有限公司 | Automobile damping patch position optimization method and system |
| CN113239458A (en) * | 2021-04-26 | 2021-08-10 | 中汽研汽车检验中心（天津）有限公司 | Whole vehicle road noise simulation benchmarking method based on virtual road surface |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114925473A (en) | 2022-08-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106845015B (en) | Method for calculating noise in automobile | |
| CN105095542B (en) | A kind of automotive suspension key structure piece optimization design method | |
| CN106066921A (en) | A kind of CAE simulated prediction method of car load road vibration noise | |
| CN112597595B (en) | Method for diagnosing and optimizing structure noise in automobile | |
| CN111310380B (en) | Design and development method for suspension rubber bushing structure of electric vehicle power assembly | |
| CN108520119A (en) | The analysis method of automobile accessory frame installation point intensity | |
| CN106951639B (en) | Rigidity-flexibility coupling simulation method for nonlinear rigidity steel plate spring | |
| CN109033728A (en) | A kind of quasi-flexible body discretization suspension modeling method of based liner | |
| CN114925473B (en) | Modal simulation method and system for suspension bracket | |
| CN113239458B (en) | Whole vehicle road noise simulation benchmarking method based on virtual road surface | |
| CN111882945A (en) | Hardware-in-loop simulation test simulation driving platform | |
| CN113255187B (en) | Passenger car rearview mirror fatigue durability analysis method based on test and finite element simulation | |
| CN112434372A (en) | Vibration isolation and sound insulation performance analysis method for automobile suspension system | |
| CN108710768B (en) | Method and device for calculating system rigidity of traction device of bogie of railway vehicle | |
| CN113806977B (en) | Noise vibration analysis method and system for automobile cooling fan | |
| CN112035953B (en) | Rigid-flexible coupling-based electric tricycle frame lightweight design method and system | |
| CN111400817B (en) | Method for determining automobile frame connection point with modular structure, non-bearing automobile frame and automobile | |
| CN113127979A (en) | NVH analysis method for vehicle-mounted jitter | |
| CN106991220A (en) | Minitype vehicle based on ANSYS transports the model building method of job platform | |
| CN112528405A (en) | CAE analysis method for rigidity of auxiliary frame of special vehicle | |
| CN111666702B (en) | Method and device for optimizing mode of automobile steering system | |
| CN114357610A (en) | Boundary equivalent modeling automobile bracket dynamic transfer characteristic simulation system and method | |
| CN111400816B (en) | Method for determining X-shaped frame connection point of non-bearing type automobile, non-bearing type automobile frame and automobile | |
| CN116227300A (en) | Method for controlling abnormal vibration sound of automobile subwoofer | |
| CN202879226U (en) | Automotive power assembly front-suspension point installation structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB02 | Change of applicant information | ||
| CB02 | Change of applicant information |
Address after: 314500 988 Tong Tong Road, Wu Tong Street, Tongxiang, Jiaxing, Zhejiang Applicant after: United New Energy Automobile Co.,Ltd. Address before: 314500 988 Tong Tong Road, Wu Tong Street, Tongxiang, Jiaxing, Zhejiang Applicant before: Hezhong New Energy Vehicle Co.,Ltd. |
|
| GR01 | Patent grant | ||
| GR01 | Patent grant |