CN115906293A - Rigidity curve design method and device for power assembly suspension system - Google Patents
Rigidity curve design method and device for power assembly suspension system Download PDFInfo
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Abstract
The invention discloses a rigidity curve design method and device for a power assembly suspension system. The design method comprises the following steps: acquiring vehicle state parameters and rigidity curve data of each suspension; establishing a dynamic model of the power assembly suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension; comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises nonlinear stiffness curve data; and determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result. The technical scheme of the embodiment of the invention combines the actual vehicle state to design the rigidity curve data, improves the reliability of suspension for reducing noise and vibration transmission, and effectively improves the riding comfort of the vehicle.
Description
Technical Field
The embodiment of the invention relates to the technical field of vehicle vibration and noise control, in particular to a rigidity curve design method and device of a power assembly suspension system.
Background
Powertrain suspension systems play an increasingly important role in NVH (Noise, vibration and Harshness) performance of vehicles. The power assembly suspension system is used for supporting the mass of the power assembly, reducing the bidirectional transmission of vibration between the engine assembly and the frame and achieving the effects of vibration isolation and noise reduction.
In order to optimize the design and selection of the powertrain suspension system, the influence of various loads on the powertrain suspension system should be fully considered. However, the traditional powertrain suspension system matching analysis method only considers the influence of dynamic load caused by random vibration of an engine on the powertrain suspension system, and the problem of large error exists in the analysis and matching of the conventional powertrain suspension system, so that the riding comfort of a vehicle is influenced.
Disclosure of Invention
The invention provides a rigidity curve design method and a rigidity curve design device of a power assembly suspension system, which are used for improving the accuracy of analyzing and matching the rigidity curve of the power assembly suspension system and effectively improving the riding comfort of a vehicle.
According to an aspect of the invention, a stiffness curve design method of a power assembly suspension system is provided, the stiffness curve design method of the power assembly suspension system is applied to the power assembly suspension system, the power assembly suspension system comprises a plurality of suspensions, each suspension comprises a shell and a limiting part, each shell comprises a cavity, and each limiting part is telescopically arranged in each cavity; the design method comprises the following steps:
acquiring vehicle state parameters and rigidity curve data of each suspension;
according to the vehicle state parameters and the rigidity curve data, a dynamic model of the power assembly suspension system is established, and vibration data of each suspension is determined;
comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data;
determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result; wherein the first limit dimension comprises a dimension of the limit component from the shell when the limit component is not deformed.
Optionally, the vehicle state parameters include vehicle operating data and powertrain parameters;
before the step of establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the stiffness curve data and determining vibration data of each suspension, the method further comprises the following steps:
calculating the gear of the gearbox used in the preset test duration and the output torque of the gearbox corresponding to the gear of the gearbox according to the vehicle state parameters;
and determining the utilization rate of each gearbox gear and the utilization rate of each gearbox output torque corresponding to each gearbox gear according to the actual use duration of each gearbox gear.
Optionally, the determining, based on the comparison result, a first limit size of the suspension according to the vehicle state parameter and a preset limit rule includes:
when the nonlinear stiffness curve data of the suspension meet the preset data condition, counting the gear of the gearbox when a second limit size reaches a limit size threshold value and the probability that the second limit size reaches the limit size threshold value according to the vehicle operation data and the preset limit rule; the second limit size comprises the size of the limit part from the shell when the limit part deforms;
and determining the suspended first limit size according to the gear of the gearbox when the second limit size reaches a limit size threshold and the probability that the second limit size reaches the limit size threshold.
Optionally, the vehicle state parameters comprise powertrain parameters;
establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the stiffness curve data, and determining vibration data of each suspension, including:
determining three-way force data of each suspension according to the power assembly parameters and the rigidity curve data of each suspension, and establishing the dynamic model;
and applying preset torque to an output shaft of the gearbox based on the dynamic model, and determining the vibration data of each suspension.
Optionally, the vibration data includes attribute parameters and functional relationship data of force and compression amount;
the determining the vibration data of each suspension by applying a preset torque to an output shaft of a gearbox based on the dynamic model comprises:
determining the attribute parameters of each of the suspensions when the applied preset torque is 0;
and when the applied preset torque is in a preset range, determining the functional relation data of the stress and the compression amount.
Optionally, the vehicle state parameters comprise powertrain parameters, the powertrain parameters comprising engine idle speed and number of cylinders;
the step of comparing the nonlinear stiffness curve data of each suspension with a preset data condition and correcting the stiffness curve data according to a comparison result comprises the following steps:
determining the vibration isolation rate of each suspension according to the idle speed and the number of cylinders of the engine;
comparing the vibration isolation rate with a vibration isolation rate threshold value to generate a first comparison result;
adjusting the nonlinear stiffness curve data according to the first comparison result to meet the preset data condition; wherein the preset data condition includes that the vibration isolation rate is greater than or equal to the vibration isolation rate threshold value.
Optionally, the vibration data includes data of functional relationship between force and compression;
the method for correcting the stiffness curve data by comparing the nonlinear stiffness curve data of each suspension with a preset data condition and according to a comparison result further comprises the following steps:
determining the static compression amount of each suspension according to the function relation data of the stress and the compression amount of each suspension;
comparing the static compression amount with a compression amount threshold value to generate a second comparison result;
adjusting the nonlinear stiffness curve data according to the second comparison result to meet the preset data condition; wherein the preset data condition comprises that the static compression amount is less than or equal to the compression amount threshold.
Optionally, the stiffness curve data further comprises linear stiffness curve data;
the method for correcting the stiffness curve data by comparing the nonlinear stiffness curve data of each suspension with a preset data condition and according to a comparison result further comprises the following steps:
comparing the rigidity curve data corresponding to the gears of the gearbox with preset rigidity curve data according to the functional relation data of the stress and the compression amount of each suspension to generate a third comparison result;
adjusting the position of an inflection point between the linear stiffness curve data and the nonlinear stiffness curve data according to the third comparison result so as to meet the preset data condition; wherein the inflection locations include at least a first inflection location and a second inflection location.
Optionally, the adjusting, according to the third comparison result, an inflection point position between the linear stiffness curve data and the nonlinear stiffness curve data to satisfy the preset data condition includes:
when the high gear of the gearbox corresponds to the nonlinear stiffness curve data, determining the position of the first inflection point so as to meet the preset data condition; the preset data condition comprises that the high gear of the gearbox and the linear stiffness curve data have a target mapping relation;
when the low gear of the gearbox corresponds to the linear stiffness curve data, determining the position of the second inflection point so as to meet the preset data condition; the preset data condition comprises that the low gear of the gearbox and the nonlinear stiffness curve data have a target mapping relation.
According to another aspect of the present invention, there is provided a stiffness profile designing apparatus of a powertrain suspension system, the apparatus including:
the data acquisition module is used for acquiring vehicle state parameters and rigidity curves of all suspensions;
the model establishing module is used for establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data and determining vibration data of each suspension;
the result comparison and correction module is used for comparing the nonlinear stiffness curve data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data;
the limiting size design module is used for determining a first limiting size of the suspension according to the vehicle state parameters and a preset limiting rule based on the comparison result; the first limit size comprises the size of the limit part from the shell when the limit part is not deformed.
According to the technical scheme of the embodiment of the invention, the dynamic model of the powertrain suspension system is established and the vibration data of the suspension is determined by acquiring the vehicle state parameters and the rigidity curve data of each suspension in the powertrain suspension system. And comparing the suspended nonlinear stiffness curve data and the suspended vibration data with preset data conditions, correcting the stiffness curve data and establishing a dynamic correction model until the suspended nonlinear stiffness curve data and the suspended vibration data meet the preset data conditions. And determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule. By adopting the rigidity curve design method provided by the embodiment of the invention, the nonlinear rigidity curve data of the suspension is analyzed and designed in combination with the actual running state of the vehicle, so that the determined suspension rigidity curve data is more fit with the actual running state of the vehicle, the reliability of reducing noise and vibration transmission of the suspension is improved, and the riding comfort of the vehicle is effectively improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic flow chart of a stiffness curve design method for a powertrain suspension system according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of a suspension according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart illustrating a stiffness curve design method for a powertrain suspension system according to an embodiment of the present disclosure;
FIG. 4 is a schematic flow chart illustrating a stiffness curve design method for a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 5 is a schematic flow chart illustrating a stiffness curve design method for a powertrain suspension system according to an embodiment of the present disclosure;
FIG. 6 is a graphical representation of stiffness curve data for a suspension in a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 7 is a schematic diagram of a kinematic model of a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 8 is a schematic diagram illustrating a force-compression function of a suspension in a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 9 is a schematic flow chart diagram illustrating a stiffness curve design method for a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 10 is a schematic flow chart diagram illustrating a stiffness curve design method for a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 11 is a schematic flow chart illustrating a stiffness curve design method for a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 12 is a schematic flow chart diagram illustrating a stiffness curve design method for a powertrain suspension system provided in accordance with an embodiment of the present invention;
FIG. 13 is a schematic structural diagram of a stiffness curve designing apparatus of a powertrain suspension system according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Moreover, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The embodiment of the invention provides a rigidity curve design method of a power assembly suspension system. Fig. 1 is a schematic flowchart of a stiffness curve design method of a powertrain suspension system according to an embodiment of the present invention. The present embodiments are applicable to the case of analyzing and designing the stiffness curve of the vehicle powertrain suspension system, and the method may be performed by software and/or hardware. Fig. 2 is a schematic structural diagram of a suspension according to an embodiment of the present invention. The stiffness curve design method of the power assembly suspension system is applied to the power assembly suspension system, the power assembly suspension system comprises a plurality of suspensions, each suspension comprises a shell 01 and a limiting part 02, each shell comprises a cavity 03, and the limiting parts 02 are arranged in the cavities 03 in a telescopic mode. Referring to fig. 1, the stiffness curve design method of the powertrain suspension system specifically includes:
and S110, acquiring vehicle state parameters and rigidity curve data of each suspension.
In particular, the vehicle state parameters are state parameters during actual operation of the vehicle and related parameters of the vehicle powertrain. For example, the state parameters during the actual operation of the vehicle may include parameters such as vehicle running speed, engine speed and output torque, and the relevant parameters of the vehicle powertrain may include parameters such as powertrain mass and moment of inertia, powertrain center of mass, transmission speed ratio and powertrain suspension dynamic-static ratio, which are not limited herein.
The powertrain suspension system generally comprises a plurality of suspensions, and illustratively can comprise 3 or 4 suspensions. The suspensions are arranged at different positions of the engine so as to achieve the effect of reducing the noise and vibration transmitted to the vehicle body or the vehicle frame by the engine. Each suspension has independent stiffness curve data, and the stiffness curve data includes stiffness curve data in three directions, namely three-way stiffness curve data, according to the coordinate direction. The three-dimensional stiffness curve data is applied, so that the stiffness characteristic of the suspension can be comprehensively analyzed and designed from three coordinate directions.
And S120, establishing a dynamic model of the power assembly suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
Specifically, the vibration data of the mount is the relevant state data of the mount to be vibrated to different degrees by the engine. When three-dimensional stiffness curve data of each suspension in the power assembly suspension system are analyzed, the actual running state of a vehicle is considered, and a dynamic model is established for the power assembly suspension system by applying dynamic analysis software. Illustratively, the kinetic Analysis software may be automated Mechanical Systems dynamics Analysis (Adams) software. A system dynamics equation is established through Adams software, and statics, kinematics and dynamics analysis can be carried out on the virtual mechanical system. In the embodiment, a dynamic model is established for the powertrain suspension system, so that the relevant vibration data of the suspension can be calculated conveniently.
S130, comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data.
Specifically, the suspended stiffness curve data includes linear stiffness curve data and nonlinear stiffness curve data, and a transition section exists between the linear stiffness curve data and the nonlinear stiffness curve data. And inflection points are arranged on the transition section curve and are used for adjusting the functional relationship between linear stiffness curve data and nonlinear stiffness curve data in the suspended stiffness curve data.
The embodiment is mainly used for analyzing and designing the nonlinear stiffness curve data so as to improve the riding comfort of the vehicle. The preset data condition is a design requirement to be met by the suspended rigidity curve data. The dynamics correction model is obtained by correcting the initially acquired dynamics model of the powertrain suspension system according to the preset data condition when the suspension nonlinear stiffness curve data and the suspension vibration data do not meet the preset data condition.
And comparing the nonlinear stiffness curve data in the suspended stiffness curve data and vibration data obtained by calculation according to the dynamic model with preset data conditions to generate a comparison result. And if the comparison result shows that the nonlinear stiffness curve data or the suspended vibration data do not meet the preset data condition, correcting the suspended stiffness curve data by taking the preset data condition as a target, and establishing a dynamic correction model. And recalculating the vibration data of the suspension by using the dynamics correction model, and comparing the nonlinear stiffness curve data and the vibration data of the suspension with the preset data conditions. And finally, the rigidity curve data of the suspension with optimized design is obtained until the nonlinear rigidity curve data of the suspension meet the requirements of preset data conditions, so that the riding comfort of the vehicle can be effectively improved after the rigidity curve data of the suspension is applied to the vehicle.
S140, determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result; the first limit size comprises the size of the limit component from the shell when the limit component is not deformed.
Specifically, the preset limit rule is based on vehicle state parameters representing the actual running state of the vehicle and the NVH performance requirement of the vehicle, and the determined power assembly suspension system meets the limit requirement in the actual running process of the vehicle. For example, the preset limit rule may include, but is not limited to, a requirement that the suspension reaches a limit corresponding to a gear position of a vehicle transmission. The first limit size is a limit size of the suspension designed according to the actual running state of the vehicle and a preset limit rule, and the limit size is a reserved deformation size of the limit component between the limit state and the limit state after the suspension is not deformed. Wherein, the suspension reaches the limiting state which can be represented by a certain deformation amount of the limiting component. Exemplarily, referring to fig. 2, a distance between the position limiting part 02 and the housing 01 in fig. 2 is represented as a first position limiting dimension L.
When the nonlinear stiffness curve data and the vibration data of the suspension meet the requirements of preset data conditions, the first limit size of the suspension is reasonably determined according to preset limit rules and the actual running condition of the vehicle, so that on the basis that the riding comfort of the vehicle meets the user requirements, the suspension is prevented from being in an overlarge deformation state for a long time, and a certain protection effect is achieved on each suspension in the power assembly suspension system.
According to the technical scheme of the embodiment, a dynamic model of the power assembly suspension system is established by acquiring vehicle state parameters and rigidity curve data of each suspension in the power assembly suspension system, and vibration data of the suspension is determined. And comparing the suspended nonlinear stiffness curve data and the suspended vibration data with preset data conditions, correcting the stiffness curve data and establishing a dynamic correction model until the suspended nonlinear stiffness curve data and the suspended vibration data meet the preset data conditions. And determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule. By adopting the rigidity curve design method provided by the embodiment, the nonlinear rigidity curve data of the suspension is analyzed and designed in combination with the actual running state of the vehicle, so that the determined suspension rigidity curve data is more fit with the actual running state of the vehicle, the reliability of reducing noise and vibration transmission of the suspension is improved, and the riding comfort of the vehicle is effectively improved.
Alternatively, fig. 3 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. Based on the above embodiments, as shown in fig. 3, the vehicle state parameters include vehicle operation data and powertrain parameters. The rigidity curve design method of the power assembly suspension system comprises the following steps:
and S210, acquiring vehicle state parameters and rigidity curve data of each suspension.
And S220, calculating the gear of the gearbox used in the preset test time and the output torque of the gearbox corresponding to the gear of the gearbox according to the vehicle state parameters.
In particular, the vehicle state parameters may include vehicle travel speed, engine speed, primary reduction gear ratio, and tire radius, among other parameters. Before suspension stiffness curve data are designed, the actual operation of the vehicle is controlled for a preset test duration, and state data of the vehicle are collected in real time. For example, the preset test duration may be set by a user according to actual needs, and is not limited herein. Generally, the preset test period may be set to 3 days. And after the vehicle running time reaches the preset test time, acquiring vehicle state parameters in the preset test time through the Internet of vehicles. According to the vehicle state parameters in the preset test duration, the gears of the gearbox which are used in the preset test duration and the output torque of the gearbox corresponding to the gears of the gearbox can be calculated according to a corresponding formula.
The formula for calculating the gear of the gearbox used within the preset test period can be expressed as:
wherein u is a The speed of the vehicle is expressed in km/h; r represents the tire radius in meters; n represents the engine speed in rpm/min; i.e. i 0 Representing the main reducer speed ratio; i.e. i g The gearbox ratio, i.e. the gear of the gearbox, is indicated.
The formula for calculating the transmission output torque from each transmission gear can be expressed as:
t trans ＝t para ti g (2)
wherein, t trans Representing transmission output torque, in unitsIs N.m; t is t para Representing an engine reference torque in units of N · m; t represents the percentage of engine output torque.
And S230, determining the utilization rate of each gear of the gearbox and the utilization rate of each gearbox output torque corresponding to each gear of the gearbox according to the actual use duration of each gear of the gearbox.
Specifically, within a preset test duration, the actual use duration of each used transmission gear is determined through the internet of vehicles. The actual use duration can comprise the accumulated use duration of the gear of the gearbox in discontinuous multiple periods. The utilization rate of the gear of the gearbox is the ratio of the actual use time of the gear of the gearbox to the preset test time. And corresponding transmission output torques corresponding to different transmission gears, wherein the utilization rate of the transmission output torque is the ratio of the actual use time of the transmission output torque to the preset test time. Therefore, according to the actual use time of each gearbox gear, the use rate of each gearbox gear and the use rate of each gearbox output torque can be determined.
S240, establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
S250, comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data.
And S260, determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result.
Alternatively, fig. 4 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above embodiment, as shown in fig. 4, the stiffness curve design method of the powertrain suspension system includes:
and S310, acquiring vehicle state parameters and rigidity curve data of each suspension.
And S320, calculating the gear of the gearbox used in the preset test time and the output torque of the gearbox corresponding to the gear of the gearbox according to the vehicle state parameters.
And S330, determining the utilization rate of each gear of the gearbox and the utilization rate of each gearbox output torque corresponding to each gear of the gearbox according to the actual use duration of each gear of the gearbox.
S340, establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
S350, comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data.
S360, when the data of the suspended nonlinear stiffness curve meet preset data conditions, according to vehicle operation data and preset limit rules, counting the gear of the gearbox when the second limit size reaches a limit size threshold value and the probability that the second limit size reaches the limit size threshold value; and the second limit size comprises the size of the limit part from the shell when the limit part deforms.
Specifically, when the suspension deforms, the size of the change between the limiting component and the shell is the second limiting size. Illustratively, when the suspension deforms, the rubber gasket portion in the suspension deforms in a compression manner, so that the limiting component moves towards the direction close to the shell, and the second limiting dimension is reduced. When the second limit size reaches a certain limit size threshold value, the suspension is indicated to be in a limit state.
When the data of the nonlinear stiffness curve of the suspension determined by at least one correction meets the preset data condition, the corresponding different gears of the gearbox when the second limit size in the preset test duration reaches the limit size threshold can be counted according to the actual vehicle operation data. Illustratively, when the gear of the gearbox reaches 6 gears, the suspension is in a limiting state through statistics. Thus, the transmission gear positions that limit the suspension include 6, 7, 8, 9, 10, 11, and 12. The probability that the second limit size reaches the limit size threshold is the ratio of the duration that the suspension is in the limit state to the preset test duration. Wherein, the duration of the suspension in the limit state may include a plurality of discrete periods of time for the suspension to reach the limit state.
And S370, determining the first limit size of the suspension according to the gear of the gearbox when the second limit size reaches the limit size threshold and the probability that the second limit size reaches the limit size threshold.
Specifically, according to the actual running condition of the vehicle, the first limit size of the suspension is reasonably determined according to the calculated probability that the suspension is in the limit state and the corresponding gear of the gearbox and the suspension are in the limit state, and the NVH performance requirement of the vehicle is combined. Under the protection of first spacing size, can make the suspension effectively reduce noise and vibration that the engine transmitted to the automobile body, improve the riding comfort of vehicle, can protect the suspension again and can not take place too big deformation volume, reduce the failure rate of suspension.
Optionally, fig. 5 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above embodiment, as shown in fig. 5, the vehicle state parameters include the powertrain parameters. The rigidity curve design method of the power assembly suspension system comprises the following steps:
and S410, acquiring vehicle state parameters and rigidity curve data of each suspension.
And S420, determining three-way force data of each suspension according to the parameters of the power assembly and the rigidity curve data of each suspension, and establishing a dynamic model.
Specifically, fig. 6 is a schematic diagram of stiffness curve data of a suspension in a powertrain suspension system provided in an embodiment of the present invention, and fig. 7 is a schematic diagram of a dynamic model of a powertrain suspension system provided in an embodiment of the present invention. FIG. 6 is stiffness curve data for one direction of a suspension in a powertrain suspension system, and FIG. 6 is force-displacement functional curve transformed from the acquired stiffness curve data. Fig. 6 is merely an exemplary representation of the amount of compression of the suspension as a function of pressure, and not the amount of tension of the suspension as a function of tension. And determining the numerical values of the forces applied to the suspension in three coordinate directions, namely the numerical values of the three-way forces according to the stiffness curve data of the suspension, and establishing to obtain the dynamic model shown in FIG. 7. Wherein the cuboid in fig. 7 represents the engine, the cylinder represents the gearbox, and the axis of the cylinder represents the output shaft of the gearbox for applying the output torque. Further, the engine is provided with 4 suspensions, respectively suspension 1, suspension 2, suspension 3 and suspension 4, and fig. 7 exemplarily shows a case where suspension 1, suspension 2, suspension 3 and suspension 4 are represented by three-directional force symbols, without any limitation.
And S430, based on the dynamic model, applying preset torque to the output shaft of the gearbox, and determining vibration data of each suspension.
Specifically, preset torque is applied to an output shaft of the gearbox in the dynamic model to simulate different output torques of the gearbox, so that each suspension is in different vibration states, and vibration data of each suspension in different vibration states are determined.
S440, comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data.
S450, determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result.
Optionally, on the basis of the foregoing embodiments, the vibration data includes attribute parameters and data of functional relationship between force and compression amount.
Based on the dynamic model, preset torque is applied to the output shaft of the gearbox, and vibration data of each suspension are determined, wherein the vibration data comprise:
and S4301, determining attribute parameters of each suspension when the applied preset torque is 0.
In particular, the property parameters are basic physical properties of the suspension, and may include, for example, parameters of sixth-order natural frequency, mode shape, modal energy distribution, and the like of the suspension. When the preset torque applied to the transmission is 0, the engine is in a vibration state, but the rotation speed is 0. The dynamic stiffness of the suspension can be determined by multiplying the stiffness curve data of the suspension by the suspension dynamic-static ratio in the power assembly parameters, the attribute parameters of the suspension are calculated by utilizing the dynamic stiffness of the suspension, the accuracy of the attribute parameters can be improved, and the actual state of the vehicle is fitted.
And S4302, determining functional relation data of the stress and the compression amount when the applied preset torque is in a preset range.
Specifically, when the torque applied to the output shaft of the gearbox is within a preset range, the gearbox is in different gears, and the engine has a certain rotating speed. At the moment, the suspension can be subjected to different pressure actions when the gearbox is in different gears, and corresponding compression amount is generated, so that the transmission of vibration and noise of the engine to a vehicle body is reduced, and the riding comfort of the vehicle is improved. FIG. 8 is a force-compression function diagram of a suspension in a powertrain suspension system according to an embodiment of the present invention. Taking the right front suspension as an example, fig. 8 shows the relationship between the stress and the compression of the right front suspension under different gear positions of the transmission, and can obviously show the mapping relationship between the gear position of the transmission and the stress magnitude range and the compression magnitude range.
Alternatively, fig. 9 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above embodiment, as shown in fig. 9, the vehicle state parameters include powertrain parameters including engine idle speed and number of cylinders. The rigidity curve design method of the power assembly suspension system comprises the following steps:
s510, acquiring vehicle state parameters and rigidity curve data of each suspension;
s520, establishing a dynamic model of the power assembly suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
And S530, determining the vibration isolation rate of each suspension according to the idle speed and the number of cylinders of the engine.
Specifically, the master vibration frequency of the engine can be calculated according to the idle speed and the number of cylinders of the engine. And calculating the quotient of the main vibration frequency of the engine and the maximum natural frequency of the power assembly suspension system to obtain a ratio. The maximum natural frequency of the power assembly suspension system is the frequency with the maximum numerical value in the six-order natural frequencies calculated according to the dynamic model of the power assembly suspension system. And according to the ratio determined by calculation, the vibration isolation rate of the suspension can be calculated according to a formula. The formula for calculating the vibration isolation rate of the suspension can be expressed as follows:
wherein mu represents the ratio of the main vibration frequency of the engine to the maximum natural frequency of the power assembly suspension system, and lambda represents the damping ratio of the power assembly suspension system, which is a known quantity and is obtained from the obtained power assembly parameters.
And S540, comparing the vibration isolation rate with a vibration isolation rate threshold value to generate a first comparison result.
Specifically, after the vibration isolation rate of the suspension is calculated, the vibration isolation rate is compared with a vibration isolation rate threshold value, and therefore a first comparison result is obtained. For example, the vibration isolation rate threshold may be set by a user according to actual needs, and is not limited herein.
S550, adjusting the nonlinear stiffness curve data according to the first comparison result to meet a preset data condition; the preset data condition comprises that the vibration isolation rate is greater than or equal to a vibration isolation rate threshold value.
Specifically, whether the obtained first comparison result meets a preset data condition or not is judged, namely the vibration isolation rate of the suspension is greater than or equal to a vibration isolation rate threshold value. And if the first comparison result meets the preset data condition, the fact that the nonlinear stiffness curve data of the suspension meet the requirement on the vibration isolation rate of the suspension is shown, and adjustment is not needed. And if the first comparison result does not meet the preset data condition, adjusting and correcting the stiffness curve data of the suspension according to the first comparison result, reducing the linear stiffness curve data of the suspension by combining the static compression amount of the front suspension and the back suspension, so as to establish a dynamic correction model, and recalculating the related vibration data until the vibration isolation rate of the suspension meets the requirement of the preset data condition.
And S560, determining a first limit size of the suspension according to the vehicle state parameters and preset limit rules based on the comparison result.
Alternatively, fig. 10 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above-described embodiment, as shown in fig. 10, the vibration data includes force-receiving-amount-to-compression-amount functional relationship data. The rigidity curve design method of the power assembly suspension system comprises the following steps:
s610, acquiring vehicle state parameters and rigidity curve data of each suspension.
S620, establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
And S630, determining the static compression amount of each suspension according to the functional relation data of the stress and the compression amount of each suspension.
Specifically, the suspended static compression amount is the compression amount corresponding to the engine output torque of 0. For example, referring to FIG. 8, the curve in the dashed box represents force as a function of compression for a 12-gear transmission. As can be seen from the functional relationship in the dashed box, the amount of static compression of the suspension at 0 engine output torque is about 4 mm.
And S640, comparing the static compression amount with the compression amount threshold value to generate a second comparison result.
Specifically, the determined static compression amount is compared with the compression amount threshold value in size, and a second comparison result is obtained. For example, the compression amount threshold may be set by a user according to actual needs, and is not limited herein.
S650, adjusting the nonlinear stiffness curve data according to the second comparison result to meet the preset data condition; the preset data condition comprises that the static compression amount is smaller than or equal to a compression amount threshold value.
Specifically, it is determined whether the obtained second comparison result meets a preset data condition, that is, the static compression amount is less than or equal to the compression amount threshold. And if the second comparison result meets the preset data condition, indicating that the suspension nonlinear stiffness curve data meets the requirement on the static compression amount of the suspension without adjustment. And if the second comparison result does not meet the preset data condition, increasing the linear stiffness curve data of the suspension according to the second comparison result. And establishing a dynamic correction model according to the corrected stiffness curve data, and recalculating the related vibration data until the suspension static compression amount is corrected to meet the requirement of a preset data condition.
And S660, determining a first limit size of the suspension according to the vehicle state parameters and preset limit rules based on the comparison result.
Alternatively, fig. 11 is a schematic flowchart of a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above embodiment, as shown in fig. 11, the stiffness curve data further includes linear stiffness curve data. The rigidity curve design method of the power assembly suspension system comprises the following steps:
and S710, acquiring vehicle state parameters and rigidity curve data of each suspension.
S720, establishing a dynamic model of the power assembly suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
And S730, comparing the rigidity curve data corresponding to the gears of the gearbox with preset rigidity curve data according to the functional relation data of the stress and the compression amount of each suspension to generate a third comparison result.
Specifically, the corresponding relationship between each gear of the transmission and the stiffness curve data is determined by combining the functional relationship data of the stress and the compression of the suspension shown in fig. 8. That is, determining that a high gear of the gearbox corresponds to linear stiffness curve data, and a low gear of the gearbox corresponds to non-linear stiffness curve data; or the high gear of the gearbox corresponds to the nonlinear stiffness curve data, and the low gear of the gearbox corresponds to the linear stiffness curve data, so that a third comparison result is obtained.
S740, according to the third comparison result, adjusting the position of an inflection point between the linear stiffness curve data and the non-linear stiffness curve data to meet a preset data condition; wherein the inflection positions include at least a first inflection position and a second inflection position.
Specifically, referring to fig. 8, in the functional relationship between the stress and the compression amount of the suspension, the linear stiffness curve data corresponds to the linear stiffness section, and the nonlinear stiffness curve data corresponds to the nonlinear stiffness section. A transition section exists between the linear rigidity section and the nonlinear rigidity section, and an inflection point position between the linear rigidity section and the nonlinear rigidity section is arranged in the transition section. Illustratively, the region between the dotted line a and the dotted line B in fig. 8 is a transition section in the force-receiving and compression amount function. The inflection point positions at least comprise a first inflection point position and a second inflection point position, and the first inflection point position and the second inflection point position are respectively arranged on the transition section under the condition of suspension compression force and the transition section under the condition of suspension tension force. It should be noted that fig. 8 only shows the force and compression of the suspension under pressure.
And S750, determining a first limit size of the suspension according to the vehicle state parameters and a preset limit rule based on the comparison result.
Optionally, fig. 12 is a flowchart illustrating a stiffness curve design method of another powertrain suspension system according to an embodiment of the present invention. On the basis of the above embodiment, as shown in fig. 12, the stiffness curve design method of the powertrain suspension system includes:
and S810, acquiring vehicle state parameters and stiffness curve data of each suspension.
S820, establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data, and determining vibration data of each suspension.
And S830, comparing the stiffness curve data corresponding to the gears of the gearbox with preset stiffness curve data according to the functional relation data of the stress and the compression amount of each suspension to generate a third comparison result.
S840, when the high gear of the gearbox corresponds to the nonlinear stiffness curve data, determining a first inflection point position to meet a preset data condition; the preset data condition comprises that the high gear of the gearbox and linear stiffness curve data have a target mapping relation.
In particular, with continued reference to fig. 8, the distribution of the transmission gears in the force-versus-compression function is indicated in fig. 8 by way of example, i.e. the transmission gears increase as the amount of suspension compression decreases. And if the third comparison result shows that the high gear of the gearbox corresponds to the nonlinear stiffness curve data, adjusting the position of the first inflection point to enable the mapping relation between the high gear of the gearbox and the stiffness curve data to meet a preset data condition, namely that the high gear of the gearbox corresponds to the linear stiffness section. A target mapping relation is established between the high gear of the gearbox and linear stiffness curve data, so that when the gearbox of the vehicle is in the high gear, the suspension has smaller compression amount, the riding comfort of the vehicle is improved to a certain extent, and the suspension is protected from being damaged.
S850, when the low gear of the gearbox corresponds to linear stiffness curve data, determining a second inflection point position so as to meet a preset data condition; the preset data condition comprises that the low gear of the gearbox and the nonlinear stiffness curve data have a target mapping relation.
Specifically, with reference to fig. 8, if the third comparison result indicates that the low gear of the transmission corresponds to the linear stiffness curve data, the second inflection point position is adjusted to enable the mapping relationship between the low gear of the transmission and the stiffness curve data to satisfy the preset data condition, that is, the low gear of the transmission corresponds to the non-linear stiffness section. And establishing a target mapping relation between the low gear position and the nonlinear stiffness curve data of the gearbox, so that when the vehicle gearbox is in the low gear position, the suspension can generate corresponding compression amount according to the actual running state of the vehicle, and the riding comfort of the vehicle is improved.
And S860, based on the comparison result, determining a first limit size of the suspension according to the vehicle state parameter and a preset limit rule.
The embodiment of the invention also provides a rigidity curve design device of the power assembly suspension system. Fig. 13 is a schematic structural diagram of a stiffness curve designing apparatus of a powertrain suspension system according to an embodiment of the present invention. As shown in fig. 13, the stiffness curve designing apparatus 100 of the powertrain suspension system includes:
the data acquisition module 10 is used for acquiring vehicle state parameters and rigidity curves of all suspensions;
the model establishing module 20 is used for establishing a dynamic model of the power assembly suspension system according to the vehicle state parameters and the rigidity curve data and determining vibration data of each suspension;
the result comparison and correction module 30 is used for comparing the nonlinear stiffness curve data of each suspension with preset data conditions, and correcting the stiffness curve data according to the comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises nonlinear stiffness curve data;
the limiting size designing module 40 is used for determining a first limiting size of the suspension according to the vehicle state parameters and a preset limiting rule based on the comparison result; the first limit size comprises the size of the limit component from the shell when the limit component is not deformed.
The stiffness curve design device of the power assembly suspension system provided by the embodiment of the invention can execute the stiffness curve design method of the power assembly suspension system provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A stiffness curve design method of a power assembly suspension system is applied to the power assembly suspension system, the power assembly suspension system comprises a plurality of suspensions, each suspension comprises a shell and a limiting part, each shell comprises a cavity, and each limiting part is telescopically arranged in each cavity; the design method comprises the following steps:
acquiring vehicle state parameters and rigidity curve data of each suspension;
according to the vehicle state parameters and the rigidity curve data, a dynamic model of the powertrain suspension system is established, and vibration data of each suspension is determined;
comparing the nonlinear stiffness curve data and the vibration data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data;
determining a first limit size of the suspension according to the vehicle state parameters and preset limit rules based on the comparison result; wherein the first limit dimension comprises a dimension of the limit component from the shell when the limit component is not deformed.
2. The method of claim 1, wherein the vehicle state parameters include vehicle operating data and powertrain parameters;
before the establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the stiffness curve data and determining vibration data of each suspension, the method further comprises:
calculating the gear of the gearbox used in the preset test duration and the output torque of the gearbox corresponding to the gear of the gearbox according to the vehicle state parameters;
and determining the utilization rate of each gearbox gear and the utilization rate of each gearbox output torque corresponding to each gearbox gear according to the actual use duration of each gearbox gear.
3. The stiffness curve design method of the powertrain suspension system of claim 2, wherein the determining a first limit size of the suspension according to the vehicle state parameter and a preset limit rule based on the comparison result comprises:
when the nonlinear stiffness curve data of the suspension meet the preset data condition, counting the gear of the gearbox when a second limit size reaches a limit size threshold value and the probability that the second limit size reaches the limit size threshold value according to the vehicle operation data and the preset limit rule; the second limit size comprises the size of the limit part from the shell when the limit part deforms;
and determining the suspended first limit size according to the gear of the gearbox when the second limit size reaches a limit size threshold and the probability that the second limit size reaches the limit size threshold.
4. The method of designing a stiffness curve of a powertrain suspension system of claim 1, wherein the vehicle state parameters include powertrain parameters;
establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the stiffness curve data, and determining vibration data of each suspension, including:
determining three-way force data of each suspension according to the power assembly parameters and the rigidity curve data of each suspension, and establishing the dynamic model;
and applying preset torque to an output shaft of the gearbox based on the dynamic model, and determining the vibration data of each suspension.
5. The method for designing the stiffness curve of the powertrain suspension system according to claim 4, wherein the vibration data comprises attribute parameters and data of functional relationship between stress and compression;
the determining the vibration data of each suspension by applying a preset torque to an output shaft of a gearbox based on the dynamic model comprises:
determining the attribute parameters of each of the suspensions when the applied preset torque is 0;
and when the applied preset torque is in a preset range, determining the functional relation data of the stress and the compression amount.
6. The stiffness curve design method of a powertrain suspension system of claim 1, wherein the vehicle state parameters include powertrain parameters including engine idle speed and cylinder number;
the step of comparing the nonlinear stiffness curve data of each suspension with a preset data condition and correcting the stiffness curve data according to a comparison result comprises the following steps:
determining the vibration isolation rate of each suspension according to the idle speed and the number of cylinders of the engine;
comparing the vibration isolation rate with a vibration isolation rate threshold value to generate a first comparison result;
adjusting the nonlinear stiffness curve data according to the first comparison result to meet the preset data condition; wherein the preset data condition includes that the vibration isolation rate is greater than or equal to the vibration isolation rate threshold value.
7. The method of claim 6, wherein the vibration data includes force-versus-compression functional relationship data;
the comparing the nonlinear stiffness curve data of each suspension with a preset data condition and correcting the stiffness curve data according to a comparison result further comprises:
determining the static compression amount of each suspension according to the function relation data of the stress and the compression amount of each suspension;
comparing the static compression amount with a compression amount threshold value to generate a second comparison result;
adjusting the nonlinear stiffness curve data according to the second comparison result to meet the preset data condition; wherein the preset data condition comprises that the static compression amount is less than or equal to the compression amount threshold.
8. The powertrain suspension system stiffness curve design method of claim 7, wherein the stiffness curve data further comprises linear stiffness curve data;
the method for correcting the stiffness curve data by comparing the nonlinear stiffness curve data of each suspension with a preset data condition and according to a comparison result further comprises the following steps:
comparing the rigidity curve data corresponding to the gears of the gearbox with preset rigidity curve data according to the functional relation data of the stress and the compression amount of each suspension to generate a third comparison result;
adjusting the position of an inflection point between the linear stiffness curve data and the nonlinear stiffness curve data according to the third comparison result so as to meet the preset data condition; wherein the inflection locations include at least a first inflection location and a second inflection location.
9. The stiffness curve design method of the powertrain suspension system of claim 8, wherein the adjusting the inflection position between the linear stiffness curve data and the non-linear stiffness curve data according to the third comparison result to satisfy the preset data condition comprises:
when the high gear of the gearbox corresponds to the nonlinear stiffness curve data, determining the position of the first inflection point so as to meet the preset data condition; the preset data condition comprises that the high gear of the gearbox and the linear stiffness curve data have a target mapping relation;
when the low gear of the gearbox corresponds to the linear stiffness curve data, determining the position of the second inflection point so as to meet the preset data condition; the preset data condition comprises that the low gear of the gearbox and the nonlinear stiffness curve data have a target mapping relation.
10. A rigidity curve design device of a power assembly suspension system is characterized in that the rigidity curve design device of the power assembly suspension system is applied to the power assembly suspension system, the power assembly suspension system comprises a plurality of suspensions, each suspension comprises a shell and a limiting part, each shell comprises a cavity, and each limiting part is telescopically arranged in each cavity;
the rigidity curve design device of the power assembly suspension system comprises:
the data acquisition module is used for acquiring vehicle state parameters and rigidity curves of all suspensions;
the model establishing module is used for establishing a dynamic model of the powertrain suspension system according to the vehicle state parameters and the rigidity curve data and determining vibration data of each suspension;
the result comparison and correction module is used for comparing the nonlinear stiffness curve data of each suspension with preset data conditions, and correcting the stiffness curve data according to a comparison result to obtain a dynamic correction model; wherein the stiffness curve data comprises non-linear stiffness curve data;
the limiting size design module is used for determining a first limiting size of the suspension according to the vehicle state parameters and a preset limiting rule based on the comparison result; the first limit size comprises the size of the limit part from the shell when the limit part is not deformed.
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| CN116383972B (en) * | 2023-06-05 | 2023-08-11 | 江铃汽车股份有限公司 | Suspension system rigidity curve structure design method and device |
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