CN116451336A - Dynamic stiffness optimization method for vehicle body attachment point of commercial vehicle - Google Patents
Dynamic stiffness optimization method for vehicle body attachment point of commercial vehicle Download PDFInfo
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Abstract
The invention discloses a dynamic stiffness optimization method for a vehicle body attachment point of a commercial vehicle, which comprises the following steps: step a, establishing a finite element model of a white body of a commercial vehicle by utilizing three-dimensional modeling software and finite element software; step b, calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency section by utilizing finite element software according to the finite element model; c, comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section with dynamic stiffness characteristic standards, and judging whether the dynamic stiffness of each vehicle body attachment point meets the requirement according to the comparison result; and d, optimizing the structure of the vehicle body attachment point for judging that the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point meet the dynamic stiffness characteristic standard.
Description
Technical Field
The invention relates to the technical field of NVH (noise, vibration and harshness) of a commercial vehicle, in particular to a dynamic stiffness optimization method of a vehicle body attachment point of a commercial vehicle.
Background
Commercial vehicles (Commercial Vehicle) are vehicles designed and technically characterized for transporting people and goods. The commercial vehicle comprises all cargo vehicles and more than 9 buses, and is divided into five types, namely a bus, a truck, a semi-trailer traction vehicle, a bus incomplete vehicle and a truck incomplete vehicle. With the development of commercial vehicle industry and the addition of a large number of 80 and 90 rear-end road logistics transportation industry, people pay more attention to NVH (Noise, vibration, harshness, noise, vibration and harshness) performance of commercial vehicles. Commercial vehicles typically employ a non-load-bearing vehicle body that is connected to the vehicle frame via vehicle body attachment points, including suspensions and suspension brackets that connect the suspension to the vehicle body and to the vehicle frame, including rubber suspensions, hydraulic suspensions, air suspensions, and the like. In operation of the commercial vehicle, vibrations and road surface irregularities of the engine are transmitted to the vehicle body via the vehicle body attachment points, causing vibrations and noise emissions to the vehicle body. Therefore, the effect of the vehicle body attachment point on damping and suppressing vibration has a great influence on the vehicle body NVH performance. The dynamic stiffness of the vehicle body attachment point is a parameter of the vehicle body system structure resisting external dynamic excitation, when external excitation is fixed, the larger the dynamic stiffness is, the smaller the acceleration response of the vehicle body system is, and at the moment, the influence of external input on the system is smaller. Therefore, the dynamic stiffness of the attachment points of the vehicle body needs to be ensured to be large enough to reduce the energy transmitted by the structure, reduce the vibration of the vehicle body and improve the NVH performance of the whole vehicle.
Disclosure of Invention
The invention aims to provide a dynamic stiffness optimization method for a commercial vehicle body attachment point, which can improve the NVH performance of a commercial vehicle body.
The invention discloses a dynamic stiffness optimization method for a vehicle body attachment point of a commercial vehicle, which comprises the following steps:
step a, establishing a finite element model of a white body of a commercial vehicle by utilizing three-dimensional modeling software and finite element software;
step b, calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency section by utilizing finite element software according to the finite element model;
c, comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section with dynamic stiffness characteristic standards, and judging whether the dynamic stiffness of each vehicle body attachment point meets the requirement according to the comparison result;
and d, optimizing the structure of the vehicle body attachment point for judging that the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point meet the dynamic stiffness characteristic standard.
In some embodiments, the step b comprises: calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency section in a Z direction perpendicular to the chassis, an X direction perpendicular to the Z direction and a Y direction perpendicular to the X direction and the Z direction at the same time; the step c comprises the following steps: comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section in the X direction, the Y direction and the Z direction with dynamic stiffness characteristic standards, and judging whether the dynamic stiffness of each vehicle body attachment point in the X direction, the Y direction and the Z direction meets the requirements according to the comparison result; the step c comprises the following steps: and optimizing the structure of the vehicle body attachment point, which judges that the dynamic stiffness does not meet the requirement, in the direction, in which the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point in the direction meets the dynamic stiffness characteristic standard.
In some embodiments, the dynamic stiffness characteristic criteria include:
standard k of X direction x Wherein k is x ＝log(2Πf)^2/Kd x F is frequency, unit Hz, kd x Is a constant standard value, and the unit is N/m;
standard k in Y direction y Wherein k is y ＝log(2Πf)^2/Kd y F is frequency, unit Hz, kd y Is a constant standard value, and the unit is N/m;
z-direction standard k z Wherein k is z ＝log(2Πf)^2/Kd z F is frequency, unit Hz, kd z Is a constant standard value, and the unit is N/m.
In some embodiments, the step c comprises: and (3) setting reinforcing ribs, reinforcing pieces and/or thickness in the direction of the insufficient dynamic stiffness for the structure of the vehicle body attachment point for judging the insufficient dynamic stiffness.
In some embodiments, the dynamic stiffness characteristic data for each body attachment point includes acceleration admittance data for each body attachment point.
In some embodiments, the dynamic stiffness characteristic data for each body attachment point includes origin dynamic stiffness data for each body attachment point.
In some embodiments, the first frequency band is (0 hz,320 hz).
In some embodiments, the step c comprises: for each vehicle body attachment point in the first frequency band, the dynamic stiffness characteristic data and the dynamic stiffness characteristic standard are relatively large and small, and if the dynamic stiffness characteristic data of the vehicle body attachment point in the first frequency band is larger than the dynamic stiffness characteristic standard, the dynamic stiffness of the vehicle body attachment point is satisfied.
In some embodiments, the step d further comprises: and comparing the dynamic stiffness characteristic data of the vehicle body attachment point after the structure is optimized with the dynamic stiffness characteristic standard again, judging whether the dynamic stiffness characteristic data of the vehicle body attachment point meets the dynamic stiffness characteristic standard, and if not, continuing to optimize the vehicle body attachment point structure.
In some embodiments, the method further comprises a step e of manufacturing a white body of the commercial vehicle and the commercial vehicle comprising the white body according to the structural optimization result of the step d, and testing dynamic stiffness characteristic data of each vehicle body attachment point of the white body and noise sound pressure level beside the ear of a main driver in a cab in the commercial vehicle.
According to the dynamic stiffness optimization method for the attachment points of the commercial vehicle body, provided by the invention, by modeling the white vehicle body of the commercial vehicle, establishing the finite element model and calculating the dynamic stiffness characteristic data of the attachment points of the white vehicle body in the first frequency section, whether the dynamic stiffness of the attachment points of the vehicle body of the commercial vehicle body of the current product or design meets the dynamic stiffness characteristic standard in the first frequency section can be timely found, optimized and improved for the attachment points of the vehicle body which do not meet the standard, so that the dynamic stiffness of the attachment points of the vehicle body meets the requirements, and the NVH performance of the vehicle body of the commercial vehicle is improved.
Other features of the present invention and its advantages will become apparent from the following detailed description of exemplary embodiments of the invention, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:
fig. 1 is a schematic structural view of a suspension bracket of a vehicle body attachment point according to an embodiment of the present invention;
FIG. 2 is a graph of test acceleration admittances before and after optimization of a body attachment point of a commercial vehicle in accordance with another embodiment of the present invention;
fig. 3 is a graph of test of main drive ear side sound pressure levels before and after optimizing a vehicle body attachment point of a commercial vehicle in accordance with yet another embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
In the description of the present invention, it should be understood that the terms "first," "second," and the like are used for defining the components, and are merely for convenience in distinguishing the corresponding components, and the terms are not meant to have any special meaning unless otherwise indicated, so that the scope of the present invention is not to be construed as being limited.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
The dynamic stiffness optimization method for the attachment point of the commercial vehicle body comprises the steps of a, b, c and d.
And a step a, establishing a finite element model of a white body of the commercial vehicle by utilizing three-dimensional modeling software and finite element software. Body in White (Body White) refers to a Body that has not been coated after welding, and does not include interior and exterior trim such as dashboards, seats, windshields, carpets, interior trim panels, and the like. The three-dimensional modeling software comprises modeling software such as UG, CATIA, pro/E and the like, the finite element software comprises software such as ANSYS, hypermesh and the like, three-dimensional modeling is firstly carried out according to an existing entity product of a commercial vehicle or a design product of the commercial vehicle, and then grids are divided by utilizing the finite element software according to the established three-dimensional model so as to establish a finite element model.
And b, after the finite element model is obtained, calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency band by utilizing finite element software. The first frequency band is a frequency interval, for example, (0 Hz,320 Hz) may be taken. The body-in-white attachment points of the commercial vehicle in one embodiment include a front suspension attachment point, a rear suspension attachment point, a left suspension attachment point, and a right suspension attachment point. The body of the commercial vehicle is connected to the chassis by a plurality of suspension attachment points. The dynamic stiffness characteristic data can reflect the magnitude of dynamic stiffness of the body in white in the first frequency band. The dynamic stiffness characteristic data may employ origin dynamic stiffness or acceleration admittance (IPI, input Point Inertance).
And c, comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section with a dynamic stiffness characteristic standard, and judging whether the dynamic stiffness of each vehicle body attachment point meets the requirement according to a comparison result. After the dynamic stiffness characteristic data of each vehicle body attachment point is obtained, the dynamic stiffness characteristic data of each vehicle body attachment point is compared with a dynamic stiffness characteristic standard, and when the dynamic stiffness characteristic data of a section of twenty percent or more in a first frequency section is smaller than the dynamic stiffness characteristic standard, for example, the dynamic stiffness characteristic data of the vehicle body attachment point can be determined to be unsatisfied with the requirement.
And d, finding out the vehicle body attachment points which do not meet the requirement through the steps, and optimizing the structure of the vehicle body attachment points which judge that the dynamic stiffness does not meet the requirement so as to ensure that the dynamic stiffness characteristic data of the vehicle body attachment points meet the dynamic stiffness characteristic standard. When the dynamic stiffness of the attachment point of the automobile body meets the requirement, the NVH performance of the automobile body can be well improved.
According to the dynamic stiffness optimization method for the vehicle body attachment points of the commercial vehicle, through modeling of the white vehicle body of the commercial vehicle, building of a finite element model and calculation of dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle in a first frequency band, whether the dynamic stiffness of a current product or a designed vehicle body attachment point of the commercial vehicle body meets the dynamic stiffness characteristic standard in the first frequency band can be timely found, optimized and improved for vehicle body attachment points which do not meet the standard, so that the dynamic stiffness of each vehicle body attachment point meets the requirements, and the NVH performance of the commercial vehicle body is improved.
In some embodiments, step b comprises: calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency segment in a Z direction perpendicular to the chassis, an X direction perpendicular to the Z direction and a Y direction perpendicular to the X direction and the Z direction at the same time; step c comprises: the dynamic stiffness characteristic data in the X-direction, the Y-direction, and the Z-direction of each vehicle body attachment point in the first frequency band is compared with dynamic stiffness characteristic criteria including a dynamic stiffness characteristic criterion in the X-direction, a dynamic stiffness characteristic criterion in the Y-direction, and a dynamic stiffness characteristic criterion in the Z-direction in the first frequency band. And judging whether the dynamic stiffness of each vehicle body attachment point in the X direction, the Y direction and the Z direction meets the requirements according to the comparison result. Step c comprises: and optimizing the structure of the vehicle body attachment point, which judges that the dynamic stiffness does not meet the requirement, in the direction, in which the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point in the direction meets the dynamic stiffness characteristic standard. For example, when the dynamic stiffness characteristic data of a certain vehicle body attachment point which does not meet the requirement does not meet the dynamic stiffness characteristic standard only in the X direction, the vehicle body attachment point is structurally reinforced in the X direction, for example, the thickness of the vehicle body attachment point in the X direction is increased, the reinforcing ribs are arranged in the X direction, the connection strength of the vehicle body attachment point in the X direction is increased, and the like, so that the dynamic stiffness characteristic data of the vehicle body attachment point in the X direction meets the dynamic stiffness characteristic standard.
In some embodiments, the dynamic stiffness characteristic criteria include:
standard k of X direction x Wherein k is x ＝log(2Πf)^2/Kd x F is frequency, the value range is a first frequency segment, the unit is Hz, kd x Is a constant standard value, the unit is N/m, and Kd is the vehicle body attachment point of the commercial vehicle x 5000.
Standard k in Y direction y Wherein k is y ＝log(2Πf)^2/Kd y F is frequency, the value range is a first frequency segment, the unit is Hz, kd y Is a constant standard value, the unit is N/m, and Kd is the vehicle body attachment point of the commercial vehicle y 5000.
Z-direction standard k z Wherein k is z ＝log(2Πf)^2/Kd z F is frequency, the value range is a first frequency segment, the unit is Hz, kd z Is a constant standard value, the unit is N/m, and Kd is the vehicle body attachment point of the commercial vehicle z 10000.
In some embodiments, step c comprises: and (3) setting reinforcing ribs, reinforcing pieces and/or thickness in the direction of the insufficient dynamic stiffness for the structure of the vehicle body attachment point for judging the insufficient dynamic stiffness.
In some embodiments, the dynamic stiffness characteristic data for each body attachment point includes acceleration admittance data for each body attachment point. Since the measurement of acceleration signals is more convenient than displacement when measuring vibration signals, acceleration measurements are generally used for the acquisition of vibration signals. The acceleration admittance is used as dynamic stiffness characteristic data to represent the dynamic stiffness of the vehicle body attachment point, so that the measurement of subsequent physical products is facilitated more conveniently, and the accuracy of the simulation optimization result is verified.
In some embodiments, the dynamic stiffness characteristic data for each body attachment point includes origin dynamic stiffness data for each body attachment point. The origin dynamic stiffness is adopted as dynamic stiffness characteristic data of the vehicle body attachment point, so that the dynamic stiffness characteristic data of the vehicle body attachment point can more accurately reflect the dynamic stiffness characteristic of the vehicle body attachment point.
In some embodiments, step c comprises: for each vehicle body attachment point in the first frequency band, the dynamic stiffness characteristic data and the dynamic stiffness characteristic standard are relatively large and small, and if the dynamic stiffness characteristic data of the vehicle body attachment point in the first frequency band is larger than the dynamic stiffness characteristic standard, the dynamic stiffness of the vehicle body attachment point is satisfied.
In some embodiments, step d further comprises: and comparing the dynamic stiffness characteristic data of the vehicle body attachment point after the structure is optimized with the dynamic stiffness characteristic standard again, judging whether the dynamic stiffness characteristic data of the vehicle body attachment point meets the dynamic stiffness characteristic standard, and if not, continuing to optimize the vehicle body attachment point structure.
In some embodiments, the method further comprises a step e of manufacturing a white body of the commercial vehicle and the commercial vehicle comprising the white body according to the structure optimization result of the step d, and testing dynamic stiffness characteristic data of each vehicle body attachment point of the white body and noise sound pressure level beside the ear of a main driver in a cab in the commercial vehicle.
The invention is illustrated in one specific example below:
according to market research, selecting a white body of a commercial vehicle model with large vibration noise commonly fed back by a user, performing three-dimensional modeling by utilizing UG, then guiding the three-dimensional model of the white body into Hypermesh to divide grids to establish a finite element model, setting boundary parameters of the finite element model of the white body, performing simulation analysis on dynamic stiffness of each vehicle body attachment point of the white body, and obtaining acceleration admittance curves of the vehicle body attachment points of the white body in the X direction, the Y direction and the Z direction within (0 Hz,320 Hz). Acceleration admittance curves in X direction, Y direction and Z direction for each vehicle body attachment point are respectively matched with X direction marksQuasi-k x Standard k in Y direction y And Z-direction standard k z A comparison is made. It was found that the acceleration admittance curves in the X, Y and Z directions of the front suspension attachment point, the left suspension attachment point and the right suspension attachment point of the body-in-white were all greater than the X-direction standard k in more than ninety percent of the (0 Hz,320 Hz) sections x Standard k in Y direction y And Z-direction standard k z The acceleration admittance curve in the X and Y directions of the rear suspension attachment point is greater than ninety percent (0 Hz,320 Hz) over a segment greater than the X direction standard k x The dynamic stiffness of the front suspension attachment point, the left suspension attachment point and the right suspension attachment point of the white body and the dynamic stiffness of the X direction and the Y direction of the rear suspension attachment point meet the requirements, and the dynamic stiffness of the Z direction of the rear suspension attachment point does not meet the requirements. Then, the structure of the rear suspension attachment point is reinforced by connecting the vehicle body to the suspended suspension bracket 1, and as shown in fig. 1, the suspension bracket 1 is fixedly connected to the vehicle body by means of a first connection point 11, a second connection point 12, and the like, the suspension bracket 1 is fixedly connected to the air suspension located below through a third connection point 13, and the air suspension below is connected to the chassis through another suspension bracket 1. In order to improve the dynamic stiffness of the rear suspension attachment point in the Z direction, a reinforcing plate 14 is arranged near the third connection point 13, two ends of the reinforcing plate 14 are respectively welded with the suspension bracket 1 and the vehicle body, and the connection strength of the suspension bracket 1 and the vehicle body is improved, so that the dynamic stiffness of the vehicle body attachment point is improved. Then reestablishing a body-in-white finite element model, calculating the optimized dynamic stiffness characteristic data of the vehicle body attachment point in the Z direction, comparing the calculated dynamic stiffness characteristic data with the dynamic stiffness characteristic standard in the Z direction, and finding out that the dynamic stiffness characteristic data of the vehicle body attachment point in the Z direction is in a Z direction standard k in a section of more than ninety percent of (0 Hz,320 Hz) z The optimized vehicle body attachment point meets the dynamic stiffness requirement. As shown in fig. 3, the thin solid line is the acceleration admittance curve in the Z direction before the optimization of the vehicle body attachment point, and the thick solid line is the acceleration admittance curve in the Z direction after the optimization of the vehicle body attachment point. After the optimization, the attachment points and the white body are manufactured again according to the optimization result, and then the white body is subjected to loading test, as shown in fig. 3, and after the dynamic stiffness is enhanced (namely, the optimization is achievedRear), the sound pressure level beside the main frame ear of the cab of the white car body is reduced, and the vibration noise optimization effect is obvious.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same; while the invention has been described in detail with reference to the preferred embodiments, those skilled in the art will appreciate that: modifications may be made to the specific embodiments of the present invention or equivalents may be substituted for part of the technical features thereof; without departing from the spirit of the invention, it is intended to cover the scope of the invention as claimed.
Claims (10)
1. The dynamic stiffness optimization method for the vehicle body attachment point of the commercial vehicle is characterized by comprising the following steps of:
step a, establishing a finite element model of a white body of a commercial vehicle by utilizing three-dimensional modeling software and finite element software;
step b, calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency section by utilizing finite element software according to the finite element model;
c, comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section with dynamic stiffness characteristic standards, and judging whether the dynamic stiffness of each vehicle body attachment point meets the requirement according to the comparison result;
and d, optimizing the structure of the vehicle body attachment point for judging that the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point meet the dynamic stiffness characteristic standard.
2. The method for optimizing dynamic stiffness of a vehicle body attachment point of a commercial vehicle of claim 1, wherein step b comprises: calculating dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body in a first frequency section in a Z direction perpendicular to the chassis, an X direction perpendicular to the Z direction and a Y direction perpendicular to the X direction and the Z direction at the same time; the step c comprises the following steps: comparing the dynamic stiffness characteristic data of each vehicle body attachment point in the first frequency section in the X direction, the Y direction and the Z direction with dynamic stiffness characteristic standards, and judging whether the dynamic stiffness of each vehicle body attachment point in the X direction, the Y direction and the Z direction meets the requirements according to the comparison result; the step c comprises the following steps: and optimizing the structure of the vehicle body attachment point, which judges that the dynamic stiffness does not meet the requirement, in the direction, in which the dynamic stiffness does not meet the requirement, so that the dynamic stiffness characteristic data of the vehicle body attachment point in the direction meets the dynamic stiffness characteristic standard.
3. The method for optimizing dynamic stiffness of a vehicle body attachment point of a commercial vehicle of claim 2, wherein the dynamic stiffness characteristic criteria comprises:
standard k of X direction x Wherein k is x＝ log(2Πf)^2/Kd x F is frequency, unit Hz, kd x Is a constant standard value, and the unit is N/m;
standard k in Y direction y Wherein k is y＝ log(2Πf)^2/Kd y F is frequency, unit Hz, kd y Is a constant standard value, and the unit is N/m;
z-direction standard k z Wherein k is z＝ log(2Πf)^2/Kd z F is frequency, unit Hz, kd z Is a constant standard value, and the unit is N/m.
4. The method for optimizing dynamic stiffness of a vehicle body attachment point for a commercial vehicle as defined in claim 2, wherein said step c comprises: and (3) setting reinforcing ribs, reinforcing pieces and/or thickness in the direction of the insufficient dynamic stiffness for the structure of the vehicle body attachment point for judging the insufficient dynamic stiffness.
5. The method for optimizing dynamic stiffness of vehicle body attachment points for a commercial vehicle as defined in any one of claims 1 to 4, wherein the dynamic stiffness characteristic data of each vehicle body attachment point includes acceleration admittance data of each vehicle body attachment point.
6. The method for optimizing the dynamic stiffness of the vehicle body attachment points of a commercial vehicle according to claim 1 or 2, wherein the dynamic stiffness characteristic data of each vehicle body attachment point includes origin dynamic stiffness data of each vehicle body attachment point.
7. The method for optimizing dynamic stiffness of a vehicle body attachment point of a commercial vehicle of claim 1, wherein the first frequency band is (0 hz,320 hz).
8. The method for optimizing dynamic stiffness of a vehicle body attachment point of a commercial vehicle as defined in claim 1, wherein said step c comprises: for each vehicle body attachment point in the first frequency band, the dynamic stiffness characteristic data and the dynamic stiffness characteristic standard are relatively large and small, and if the dynamic stiffness characteristic data of the vehicle body attachment point in the first frequency band is larger than the dynamic stiffness characteristic standard, the dynamic stiffness of the vehicle body attachment point is satisfied.
9. The method for optimizing dynamic stiffness of a vehicle body attachment point for a commercial vehicle of claim 1, wherein step d further comprises: and comparing the dynamic stiffness characteristic data of the vehicle body attachment point after the structure is optimized with the dynamic stiffness characteristic standard again, judging whether the dynamic stiffness characteristic data of the vehicle body attachment point meets the dynamic stiffness characteristic standard, and if not, continuing to optimize the vehicle body attachment point structure.
10. The method for optimizing dynamic stiffness of vehicle body attachment points of a commercial vehicle according to claim 9, further comprising the step of e, based on the result of the structural optimization of step d, manufacturing a white vehicle body of the commercial vehicle and a commercial vehicle comprising the white vehicle body, and testing dynamic stiffness characteristic data of each vehicle body attachment point of the white vehicle body and testing noise sound pressure level near the ear of a main driver in a cab in the commercial vehicle.
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