Suspension simulation bench and test method

Abstract

The application discloses a kind of suspension simulation bench and test method, belong to automobile bench test field, comprising: road input part, road input part is provided with execution end;Long optical axis, long optical axis includes multiple, the first end of multiple long optical axis is connected with the top of road input part;Tire simulation part, tire simulation part is slidably connected with long optical axis, the first end of tire simulation part is connected with execution end;Shock absorber simulation part, shock absorber simulation part is slidably connected with long optical axis, the first end of shock absorber simulation part is connected with the second end of tire simulation part;Weight placement part, weight placement part includes weight placement platform, weight placement platform is slidably connected with long optical axis, the first end of weight placement platform is connected with the second end of shock absorber simulation part.The application guarantees precision while reducing size, reduces cost, can effectively simulate active, semi-active and passive suspension system dynamic performance, and the structure is reasonable and durable, can accurately and stably carry out suspension control algorithm experiment.

Description

TECHNICAL FIELD

[0001] The application discloses a suspension simulation bench and a test method, and belongs to the field of automobile bench tests. BACKGROUND

[0002] As a key part of automobile structure, the suspension system is directly related to the driving stability, comfort and handling performance of the vehicle. The traditional test method mainly includes full-size test bench and full-size vehicle test. The full-size test bench can provide a real test environment, but has high cost and needs a large space layout. The full-size vehicle test has problems of high cost, long cycle and operation risk. Moreover, the existing scaled test bench cannot accurately restore the dynamic response of the suspension, resulting in insufficient accuracy of the test results, and the design lacks flexibility and cannot meet the test requirements of different types of suspensions and working conditions. SUMMARY

[0003] The application aims to accurately simulate the dynamic behavior of the suspension, reduce the deficiencies of the existing equipment in precision, applicability and test efficiency, better support the design, optimization and performance evaluation of the suspension system, and provides a suspension simulation bench and a test method.

[0004] The problems solved by the application are realized by the following technical solutions.

[0005] A suspension simulation bench comprises a road input part, a long light shaft, a tire simulation part, a shock absorber simulation part and a heavy object placing part. The long light shaft comprises a plurality of long light shafts, and the first end of each long light shaft is connected to the top of the road input part. The tire simulation part is connected to the long light shaft in a sliding manner, and the first end of the tire simulation part is connected to the execution end. The shock absorber simulation part is connected to the long light shaft in a sliding manner, and the first end of the shock absorber simulation part is connected to the second end of the tire simulation part. The heavy object placing part comprises a heavy object placing platform, and the first end of the heavy object placing platform is connected to the second end of the shock absorber simulation part.

[0006] Further, the heavy object placing part further comprises a top plate, and the top plate is connected to the second end of each long light shaft.

[0007] Further, the suspension simulation bench further comprises a counterweight part, and the counterweight part comprises a fixed counterweight block and a plurality of movable counterweight blocks. The bottom of the fixed counterweight block is connected to the heavy object placing platform. At least part of the plurality of movable counterweight blocks is arranged on the top of the fixed counterweight block.

[0008] Further, the tire simulation part comprises: a tire plate, the tire plate is sleeved on at least part of the plurality of long light shafts, and a bottom of the tire plate is connected with the execution end; a plurality of short springs, each of the plurality of short springs is sleeved on at least part of the plurality of long light shafts, a first end of the short spring is matched with the tire plate, and a second end of the short spring is connected with a first end of the shock absorber simulation part.

[0009] Further, the shock absorber simulation part comprises: a lower connecting plate, the lower connecting plate is sleeved on at least part of the plurality of long light shafts, and a bottom of the lower connecting plate is connected with a first end of the tire simulation part; a plurality of long springs, each of the plurality of long springs is sleeved on at least part of the plurality of long light shafts, a first end of the long spring is matched with the lower connecting plate, and a second end of the long spring is connected with a bottom of the weight placement platform; a connecting plate, a first end of the connecting plate is connected with the bottom of the weight placement platform; an excitation motor, a base of the excitation motor is connected with the connecting plate, the excitation motor is arranged at a distance from the weight placement platform, and the excitation motor is arranged at a distance from the lower connecting plate; a sleeve, the sleeve is sleeved on a main shaft of the excitation motor; a force sensor connecting piece, the force sensor connecting piece is connected with the sleeve through a steel wire rope; and a shock absorber force sensor, the force sensor connecting piece is connected with the lower connecting plate through the shock absorber force sensor.

[0010] Further, the shock absorber simulation part further comprises: a sprung mass acceleration sensor, the sprung mass acceleration sensor is connected with the weight placement platform, and the sprung mass acceleration sensor is used to acquire sprung mass acceleration data; and a sprung mass displacement sensor, the sprung mass displacement sensor is connected with the weight placement platform, and the sprung mass displacement sensor is used to acquire sprung mass dynamic travel data.

[0011] an unsprung mass acceleration sensor, the unsprung mass acceleration sensor is connected with the lower connecting plate, and the sprung mass acceleration sensor is used to acquire unsprung mass acceleration data; and an unsprung mass displacement sensor, the unsprung mass displacement sensor is connected with the lower connecting plate, and the sprung mass displacement sensor is used to acquire unsprung mass dynamic travel data.

[0012] A test method of a suspension simulation bench, applied to the suspension simulation bench, comprises: acquiring sprung mass acceleration data, sprung mass dynamic travel data, unsprung mass acceleration data and unsprung mass dynamic travel data in response to a test start instruction; and determining linear motor test data based on the sprung mass acceleration data, the sprung mass dynamic travel data, the unsprung mass acceleration data and the unsprung mass dynamic travel data, wherein the linear motor test data comprises passive suspension linear motor torque, semi-active suspension linear motor torque and active suspension linear motor torque.

[0013] Further, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the linear motor test data is determined, including: when the linear motor test data is the passive suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the passive suspension linear motor torque is obtained through formula (1):

[0014] (1)

[0015] Wherein: is the passive suspension linear motor torque, is the passive suspension damping value, is the sprung speed, is the unsprung speed, and r is the wire winding radius of the sleeve.

[0016] Further, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the linear motor test data is determined, including: when the linear motor test data is the semi-active suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the semi-active suspension linear motor torque is obtained through formula (2):

[0017] (2)

[0018] Wherein: is the semi-active suspension linear motor torque, is the upper boundary damping value, is the lower boundary damping value.

[0019] Further, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the linear motor test data is determined, including:

[0020] When the linear motor test data is the active suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the active suspension linear motor torque is obtained through formula (3):

[0021] (3)

[0022] Wherein: is the active suspension linear motor torque, is the proportional constant, is the integral constant, is the differential constant, is the error.

[0023] The present application has the beneficial effects relative to the prior art:

[0024] The suspension simulation bench of the present application is composed of a road surface input part, a long optical axis, a tire simulation part, a shock absorber simulation part and a weight placing part, the road surface input part sends out signals from the execution end, which are transmitted through the tire simulation part and the shock absorber simulation part, and cooperate with the load simulation of the weight placing part, in the process, the sensors collect physical signals to complete the experiment. It adopts a scaled-down design, which reduces the size while ensuring accuracy and reducing cost, can effectively simulate the dynamic performance of active, semi-active and passive suspension systems, has a reasonable and durable structure, can accurately and stably perform suspension control algorithm experiments, and provides a diversified experimental platform for suspension system design, optimization and performance evaluation. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is the isometric side view of the first embodiment of the suspension simulation bench of the present application.

[0026] Figure 2 is the structure diagram of the second embodiment of the suspension simulation bench of the present application.

[0027] Figure 3 is the structure diagram of the third embodiment of the suspension simulation bench of the present application.

[0028] Figure 4 is the structure diagram of the fourth embodiment of the suspension simulation bench of the present application.

[0029] Figure 5 is the structure diagram of the fifth embodiment of the suspension simulation bench of the present application.

[0030] Among them, 10 is the weight placing part, 101 is the top plate, 102 is the weight placing platform, 20 is the counterweight part, 201 is the movable counterweight block, 202 is the fixed counterweight block, 30 is the shock absorber simulation part, 301 is the first connecting plate, 302 is the spring-up acceleration sensor, 303 is the second connecting plate, 304 is the long spring, 305 is the sleeve, 306 is the excitation motor, 307 is the force sensor connecting piece, 308 is the shock absorber force sensor, 309 is the spring-down displacement sensor, 310 is the spring-up displacement sensor, 311 is the lower connecting plate, 312 is the spring-down acceleration sensor, 40 is the tire simulation part, 401 is the short spring, 402 is the tire plate, 50 is the road surface input part, 501 is the execution end, and 60 is the long optical axis. DETAILED DESCRIPTION

[0031] The following is according to the drawings Figures 1-5 Further description of the present application:

[0032] The technical solutions of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0033] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0034] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0035] As shown in Figure 1 and Figure 2 The first embodiment of the present application provides a suspension simulation bench based on the prior art, which comprises a road input part 50, a long light axis 60, a tire simulation part 40, a shock absorber simulation part 30 and a heavy object placing part 10. The road input part 50 is provided with an execution end 501 for generating road input to the tire simulation part. The long light axis 60 comprises a plurality of long light axes 60, the first ends of the plurality of long light axes 60 are connected to the top of the road input part 50, and are used to complete positioning and fixing devices. The tire simulation part 40 is in sliding connection with the long light axis 60, the first end of the tire simulation part 40 is connected with the execution end 501, the shock absorber simulation part 30 is in sliding connection with the long light axis 60, the first end of the shock absorber simulation part 30 is connected with the second end of the tire simulation part 40, and the heavy object placing part 10 comprises a heavy object placing platform 102, the heavy object placing platform 102 is in sliding connection with the long light axis 60, and the first end of the heavy object placing platform 102 is connected with the second end of the shock absorber simulation part 30.

[0036] Applying the embodiment, the execution end of the road surface input part can accurately simulate various road conditions to provide real excitation for the experiment; the multiple long light shafts not only ensure the stability of the rack structure, but also provide accurate sliding tracks for other components to ensure the accuracy of the movement direction and improve the test precision; the tire simulation part and the shock absorber simulation part are slidingly connected with the long light shafts, which can flexibly respond to the road input and truly restore the dynamic interaction of the tire and the shock absorber under the actual working condition; the heavy object placing part can adjust the load as needed through the slidingly connected heavy object placing platform to simulate different vehicle load conditions. The coordinated cooperation of various components not only enables the rack to have high simulation and high precision test performance, but also facilitates installation, debugging and maintenance through modular design, taking into account functionality and practicality.

[0037] Further, the heavy object placing part 10 further comprises a top plate 101 connected with the second ends of the multiple long light shafts 60. The design that the top plate is connected with the second ends of the long light shafts brings multiple advantages to the heavy object placing part. From the aspect of structural stability, the top plate plays a role of “capping” to connect the top parts of the multiple long light shafts as a whole to form a stable frame structure, thereby enhancing the overall rigidity of the rack, reducing the shaking or deformation caused by external force during the test process, and ensuring the accuracy of the test data; in terms of function implementation, the top plate provides a stable support basis for the heavy object placing platform, so that the heavy object placing part can uniformly bear and transfer the load, and the simulation of different load working conditions of real vehicles is more stable and reliable; from the aspect of assembly and maintenance, the top plate simplifies the installation process of the long light shafts and the heavy object placing platform, facilitates disassembly and debugging, and at the same time reserves space for the integrated installation of other components or sensors on the top of the rack, thereby improving the flexibility and expandability of the rack design.

[0038] In the embodiment, the suspension simulation rack further comprises a counterweight part 20, which comprises a fixed counterweight block 202 and a plurality of movable counterweight blocks 201.

[0039] Applying the embodiment, the combination of the fixed counterweight block and the movable counterweight block brings the advantages of flexibility and precision to the suspension simulation rack. The fixed counterweight block is stably connected with the heavy object placing platform to provide a basic load and ensure the stability of the benchmark condition for the rack test; the multiple movable counterweight blocks can be stacked on the top of the fixed counterweight block as needed, so that the test personnel can quickly and conveniently adjust the total weight of the counterweight according to different test requirements to simulate various vehicle load working conditions from empty load to full load. This flexible adjustment mechanism not only improves the adaptability of the rack to complex working conditions, but also accurately controls the load variable to provide reliable data support for the study of the dynamic response of the suspension system under different loads, and at the same time, the modular counterweight mode is also convenient for daily management and maintenance, reduces the test cost, and improves the test efficiency.

[0040] As Figure 3 shown, the tire simulation part 40 includes: a tire plate 402 and a short spring 401, the tire plate 402 is sleeved on at least part of the long light shaft 60, the bottom of the tire plate 402 is connected with the execution end 501, the short spring 401 includes a plurality of, the plurality of short springs 401 are respectively sleeved on at least part of the long light shaft 60, the first end of the short spring 401 is matched with the tire plate 402, and the second end of the short spring 401 is connected with the first end of the shock absorber simulation part 30.

[0041] By using the tire simulation part 40 with the structure design of the combination of the tire plate 402 and the short spring 401, the embodiment has significant advantages in simulating the performance of the real tire and improving the effect of the test bench. The tire plate is sleeved on the long light shaft and connected with the execution end, which can accurately receive the excitation signal transmitted by the road input part and ensure the accuracy of displacement transmission; a plurality of short springs are respectively sleeved on the long light shaft 60, matched with the tire plate 402 and the shock absorber simulation part 30, and simulate the buffering characteristics of the tire through elastic deformation, so as to truly restore the stress and displacement change of the tire under different road conditions, so that the test is closer to the actual working condition. At the same time, the elastic buffering effect of the short spring effectively reduces the influence of the impact on other parts of the test bench, reduces mechanical wear, and prolongs the service life of the test bench; the modular design facilitates the replacement of short springs of different specifications, can flexibly adjust the stiffness characteristics of the tire simulation part, meets the diversified suspension test requirements, and provides more comprehensive and accurate data support for the performance evaluation of the suspension system.

[0042] As Figure 4 and 5 shown, the shock absorber simulation part 30 includes: a lower connecting plate 311, a long spring 304, a connecting plate, an excitation motor 306, a sleeve 305, a force sensor connecting piece 307 and a shock absorber force sensor 308, the lower connecting plate 311 is sleeved on at least part of the long light shaft 60, the bottom of the lower connecting plate 311 is connected with the first end of the tire simulation part 40, the long spring 304 includes a plurality of, the plurality of long springs 304 are respectively sleeved on at least part of the long light shaft 60, the first end of the long spring 304 is matched with the lower connecting plate 311, and the second end of the long spring 304 is connected with the bottom of the heavy object placing platform 102.

[0043] The connecting plate comprises a first connecting plate 301 and a second connecting plate 303, the first end of the first connecting plate 301 and the first end of the second connecting plate 303 are connected, the second end of the first connecting plate 301 is connected with the bottom of the heavy object placing platform 102, the base of the excitation motor 306 is connected with the second connecting plate 303, the excitation motor 306 is arranged with a distance from the heavy object placing platform 102, the excitation motor 306 is arranged with a distance from the lower connecting plate 311, the sleeve 305 is sleeved on the main shaft of the excitation motor 306, the force sensor connecting piece 307 is connected with the sleeve 305 through a steel wire rope, and the force sensor connecting piece 307 is connected with the lower connecting plate 311 through the shock absorber force sensor 308.

[0044] According to the embodiment, the lower connecting plate 311 is sleeved on the long optical axis 60 and connected with the tire simulation part 40, so that the impact transmitted by the tire can be stably received, and the design of sliding along the long optical axis enables the shock absorber simulation part to flexibly respond to external excitation and accurately simulate the dynamic displacement process of the shock absorber. A plurality of long springs are sleeved on the long optical axis 60, and the upper and lower ends thereof are connected with the lower connecting plate 311 and the heavy object placing platform 102 respectively, so as to simulate the buffering and rebounding characteristics of the shock absorber through elastic deformation, and effectively restore the mechanical response of the shock absorber under different working conditions, thereby providing a real dynamic environment for testing.

[0045] The first connecting plate 301 and the second connecting plate 303 are combined to connect the heavy object placing platform 102 and the excitation motor 306, so as to not only provide stable mounting support for each component, but also reasonably plan the spatial layout, so that the excitation motor 306 maintains a proper distance from other components and avoids mutual interference, thereby ensuring stable operation. The excitation motor 306 is connected with the second connecting plate 303, can actively output excitation signals of different frequencies and intensities, simulates the dynamic load received by the shock absorber under complex road conditions, enriches the test working conditions, and improves the simulation capability of the test bench for various suspension systems.

[0046] The sleeve 305 is sleeved on the main shaft of the excitation motor 306, plays a role in protecting the main shaft and enhancing transmission stability, ensures that the excitation signal is accurately transmitted to subsequent components, and improves the test accuracy. The force sensor connecting piece 307 and the shock absorber force sensor 308 convert the mechanical relationship between the lower connecting plate 311 and the excitation motor 306 into an electrical signal through a steel wire rope and direct connection, and accurately collect the force data of the shock absorber in the working process in real time, thereby providing a quantitative basis for suspension performance evaluation and assisting the optimization design of the suspension system.

[0047] In an example embodiment, the shock absorber simulation unit 30 further comprises: a sprung mass acceleration sensor 302 connected with the heavy object placing platform 102, the sprung mass acceleration sensor 302 being configured to acquire sprung mass acceleration data; a sprung mass displacement sensor 310 connected with the heavy object placing platform 102, the sprung mass displacement sensor 310 being configured to acquire sprung mass dynamic travel data; an unsprung mass acceleration sensor 312 connected with the lower connecting plate 311, the unsprung mass acceleration sensor 312 being configured to acquire unsprung mass acceleration data; and an unsprung mass displacement sensor 309 connected with the lower connecting plate 311, the unsprung mass displacement sensor 309 being configured to acquire unsprung mass dynamic travel data.

[0048] According to the above embodiment, the sprung mass acceleration sensor 302 is connected with the heavy object placing platform 102, and can capture the acceleration change of the sprung mass (e.g., the vehicle body) in the driving process in real time, helping researchers analyze the influence of the suspension system on the stability of the vehicle body and providing key data for optimizing the suspension comfort.

[0049] The unsprung mass acceleration sensor 312 is installed on the lower connecting plate 311 and can monitor the acceleration data of the unsprung mass (e.g., the wheel and the axle), helping researchers understand the response characteristics of the suspension to the road excitation by analyzing the dynamic contact force change between the tire and the road surface, and optimizing the handling stability of the suspension. The unsprung mass displacement sensor 309 is connected with the lower connecting plate 311 and is configured to acquire the unsprung mass dynamic travel, accurately feedback the displacement amount in the compression and rebound process of the shock absorber, and provide a quantitative basis for evaluating the damping characteristics of the shock absorber, the spring stiffness matching degree, and the like, thereby helping to realize the fine design and debugging of the suspension system.

[0050] The second embodiment of the present application provides a test method of the suspension simulation bench based on the first embodiment, and is applied to the above suspension simulation bench, and comprises the following steps of:

[0051] In response to a test start instruction, acquiring the sprung mass acceleration data, the sprung mass dynamic travel data, the unsprung mass acceleration data, and the unsprung mass dynamic travel data; and determining linear motor test data based on the sprung mass acceleration data, the sprung mass dynamic travel data, the unsprung mass acceleration data, and the unsprung mass dynamic travel data, wherein the linear motor test data comprises: passive suspension linear motor torque, semi-active suspension linear motor torque, and active suspension linear motor torque.

[0052] With the present embodiment, the tire simulation part outputs the received vertical displacement from the road surface simulation part to the shock absorber simulation part through a short spring, and the shock absorber simulation part converts the displacement output from the tire part into displacement of the weight placement platform 102 and the lower connecting plate 311 through a long spring and an excitation motor.

[0053] By obtaining the sprung acceleration data, sprung dynamic travel data, unsprung acceleration data and unsprung dynamic travel data, the dynamic response information of the key parts (sprung and unsprung) of the suspension system is comprehensively covered, the analysis deviation caused by single data is avoided, and the evaluation of the performance of the suspension system is more complete and objective. Based on the measured data, the linear motor torque of the passive suspension, semi-active suspension and active suspension is accurately determined, which can provide exclusive test data for different types of suspension systems. Whether it is the basic performance verification of passive suspension or the optimization of intelligent control algorithm of semi-active and active suspension, it can obtain targeted data support, significantly improving the universality and flexibility of the test bench.

[0054] Based on the measured data, the test results are quantified as specific parameters, so that the researchers can intuitively analyze the mechanical performance of the suspension system under different working conditions, quickly locate the performance short board, greatly shorten the iteration period of suspension system design and optimization, and reduce the research and development cost. For the control algorithm of active suspension and semi-active suspension, real and reliable torque data is provided to effectively verify the response effect of the algorithm under different working conditions, help the optimization and upgrading of the algorithm, and improve the intelligent control level and actual application performance of the suspension system.

[0055] Firstly, the dynamics equation of the sprung part of the device is:

[0056] (1)

[0057] wherein : the equivalent mass of the simulated sprung part, M1 is the mass of the fixed weight block, M2 is the mass of the movable weight block, M3 is the mass of the weight placement platform, M4 is the mass of the connecting plate, M5 is the mass of the excitation motor, M6 is the mass of the sleeve, r is the winding radius of the steel wire coil, M7 is the mass of the sprung acceleration sensor, M8 is the mass of the sprung displacement sensor, M9 is the mass of the lower connecting plate, M 10 is the mass of the force sensor connecting piece and the shock absorber force sensor, and M 11 is the mass of the unsprung acceleration sensor, M 12 is the mass of the unsprung displacement sensor, the spring stiffness of the short spring is K1, the number is a, the spring stiffness of the long spring is K2, the number is b, the number of the fixed weight block is c, the number of the movable weight block is d, sprung acceleration, suspension dynamic travel; Ks is the equivalent stiffness of the suspension spring.

[0058] The equation of the under-spring dynamics of the device is:

[0059] (2)

[0060] Ks is the equivalent stiffness of the suspension spring, , as is the under-spring acceleration;

[0061] Ks is the equivalent stiffness of the suspension spring, ; as is the road input sequence.

[0062] When the linear motor test data is the passive suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the under-spring acceleration data and the under-spring dynamic travel data, the passive suspension linear motor torque is obtained through formula (3):

[0063] (3)

[0064] wherein: as is the passive suspension linear motor torque, as is the passive suspension damping value, x s as is the sprung displacement, as is the sprung velocity, as is the under-spring velocity, r is the wire rope winding radius of the sleeve.

[0065] When the linear motor test data is the semi-active suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the under-spring acceleration data and the under-spring dynamic travel data, the semi-active suspension linear motor torque is obtained through formula (4):

[0066] (4)

[0067] wherein: as is the semi-active suspension linear motor torque, as is the upper boundary damping value, as is the lower boundary damping value.

[0068] When the linear motor test data is the active suspension linear motor torque, the physical object is , the expectation is , based on the sprung acceleration data, the sprung dynamic travel data, the under-spring acceleration data and the under-spring dynamic travel data, the active suspension linear motor torque is obtained through formula (5):

[0069] (5)

[0070] wherein: is the active suspension linear motor torque, is a proportional constant, is an integral constant, is a derivative constant, is the error, .

[0071] While embodiments of the application have been disclosed in connection with the above specification and drawings this description is not intended to limit the scope of the application and it will be understood by those skilled in the art that modifications can be made to the details of the described embodiments without departing from the underlying concepts of the application. Other embodiments will be apparent to those of ordinary skill in the art from this description. The description is to be regarded as illustrative and not restrictive, and the scope of the application is to be determined by the appended claims and their equivalents.

Claims

1. A suspension simulation rig, characterized by, The suspension simulation bench comprises: a road surface input part (50) provided with an execution end (501); a plurality of long light shafts (60), first ends of the plurality of long light shafts (60) being connected to a top of the road surface input part (50); a tire simulation part (40) in sliding connection with the long light shafts (60), a first end of the tire simulation part (40) being connected to the execution end (501); a shock absorber simulation part (30) in sliding connection with the long light shafts (60), a first end of the shock absorber simulation part (30) being connected to a second end of the tire simulation part (40); a weight placing part (10) comprising a weight placing platform (102), the weight placing platform (102) being in sliding connection with the long light shafts (60), a first end of the weight placing platform (102) being connected to a second end of the shock absorber simulation part (30); wherein the suspension simulation bench further comprises: a counterweight part (20) comprising a fixed counterweight block (202) and a plurality of movable counterweight blocks (201), at least part of the movable counterweight blocks (201) being arranged on a top of the fixed counterweight block (202); the tire simulation part (40) comprises: a tire plate (402) sleeved on at least part of the long light shafts (60), the tire plate (402) being connected to the execution end (501) at a bottom of the tire plate (402); a plurality of short springs (401), each of the short springs (401) being sleeved on at least part of the long light shafts (60), a first end of the short spring (401) being matched with the tire plate (402), and a second end of the short spring (401) being connected to the first end of the shock absorber simulation part (30); the shock absorber simulation part (30) comprises: a lower connecting plate (311) sleeved on at least part of the long light shafts (60), the lower connecting plate (311) being connected to the first end of the tire simulation part (40) at a bottom of the lower connecting plate (311); a plurality of long springs (304), each of the long springs (304) being sleeved on at least part of the long light shafts (60), a first end of the long spring (304) being matched with the lower connecting plate (311), and a second end of the long spring (304) being connected to the bottom of the weight placing platform (102); a connecting plate, a first end of the connecting plate being connected to the bottom of the weight placing platform (102). An excitation motor (306) is connected with the connecting plate, and is arranged at a distance from the weight placing platform (102) and at a distance from the lower connecting plate (311); A sleeve (305) is sleeved on the main shaft of the excitation motor (306); A force sensor connecting piece (307) is connected with the sleeve (305) through a steel wire; The force sensor connecting piece (307) is connected with the lower connecting plate (311) through the shock absorber force sensor (308).

2. The suspension simulation bench of claim 1, wherein The weight placing part (10) further comprises: A top plate (101) is connected with the second ends of the plurality of long optical axes (60).

3. The suspension simulation bench of claim 2, wherein, The shock absorber simulation part (30) further comprises: A sprung acceleration sensor (302) is connected with the weight placing platform (102) and is used to acquire sprung acceleration data; A sprung displacement sensor (310) is connected with the weight placing platform (102) and is used to acquire sprung dynamic travel data; A sprung acceleration sensor (312) is connected with the lower connecting plate (311) and is used to acquire sprung acceleration data; A sprung displacement sensor (309) is connected with the lower connecting plate (311) and is used to acquire sprung dynamic travel data.

4. A test method for a suspension simulation rig, characterized by, The suspension simulation bench is applied to any one of claims 1-3, comprising: In response to a test start instruction, acquiring sprung acceleration data, sprung dynamic travel data, sprung acceleration data and sprung dynamic travel data; Based on the sprung acceleration data, the sprung dynamic travel data, the sprung acceleration data and the sprung dynamic travel data, determining linear motor test data, wherein the linear motor test data includes passive suspension linear motor torque, semi-active suspension linear motor torque and active suspension linear motor torque.

5. The test method of claim 4, wherein, The determination of the linear motor test data based on the sprung acceleration data, the sprung dynamic travel data, the sprung acceleration data and the sprung dynamic travel data comprises: When the linear motor test data is the passive suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the sprung acceleration data and the sprung dynamic travel data, the passive suspension linear motor torque is obtained through formula (1): （1） wherein: is the passive suspension linear motor torque, is the passive suspension damping value, is the sprung speed, is the unsprung speed, r is the wire rope winding radius of the sleeve.

6. The test method of a suspension simulation rig according to claim 5, characterized in that, The determination of the linear motor test data based on the sprung acceleration data, the sprung dynamic travel data, the sprung acceleration data and the sprung dynamic travel data comprises: When the linear motor test data is the semi-active suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the semi-active suspension linear motor torque is obtained through formula (2): （2） wherein: is the semi-active suspension linear motor torque, is the upper boundary damping value, is the lower boundary damping value.

7. The test method of a suspension simulation rig according to claim 6, characterized in that, The determination of the linear motor test data based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data comprises: When the linear motor test data is the active suspension linear motor torque, based on the sprung acceleration data, the sprung dynamic travel data, the unsprung acceleration data and the unsprung dynamic travel data, the active suspension linear motor torque is obtained through formula (3): （3） wherein: is the active suspension linear motor torque, is a proportional constant, is an integral constant, is a derivative constant, is the error.

Images