Debugging device and debugging method for vehicle vibration damping components

Abstract

The present invention relates to a debugging device and debugging method for a vehicle vibration-damping component preferably constructed as an active shock absorber or an air spring, the debugging device comprising a driving simulator and a host computer system that can communicate with each other, wherein the driving simulator comprises a driving simulation controller, a motion platform, a cockpit fixed on the motion platform, and an actuator for driving the motion platform to move with multiple degrees of freedom, wherein the driving simulation controller is configured to process and output a first parameter representing the driver's behavior; the host computer system comprises a motion posture calculation module and a force calculation module, wherein the motion posture calculation module is configured to generate a second parameter representing the motion posture of the motion platform based on the first parameter from the driving simulator; the force calculation module stores a simulation model of the vehicle vibration-damping component and is configured to obtain a first feedback signal based on the second parameter and transmit it back to the motion posture calculation module.

Description

Technical Field

[0001] The present invention relates to a debugging device for a vehicle vibration-damping component, in particular an active vibration-damping component, and a debugging method that can be executed by the debugging device. Background Art

[0002] Currently, many vehicles are equipped with active suspensions, which include active shock absorbers and damping springs, particularly active air springs. For example, active shock absorbers, such as variable damping active shock absorbers, can actively change their damping or stiffness based on the vehicle's state or its driving conditions on the road, via the vehicle's central control unit or its own controller. This helps minimize impacts from the road and ensure passenger comfort. In the case of air springs, the air spring controller actively controls the air spring's inflation and deflation based on the vehicle's driving conditions, thereby adjusting the spring's stiffness.

[0003] Compared to passive vibration dampers, this type of active vibration damper is relatively complex. For example, electromagnetic active vibration dampers, in addition to physical actuators, also include solenoid valves, electronic controllers, and sensors. These sensors can include sensors for directly measuring vibration or motion or cameras for capturing ground images. The structural complexity of active vibration damping systems also places high demands on their initial commissioning, making it difficult and time-consuming. Summary of the Invention

[0004] According to various aspects, the object of the present invention is to provide an improved adjustment device and an adjustment method, which can be used for adjusting a vehicle vibration damping component, in particular an active vibration damping component.

[0005] In addition, the present invention is also intended to solve or alleviate other technical problems existing in the prior art.

[0006] The present invention solves the above-mentioned problem by providing a debugging device for a vehicle vibration-damping component. Specifically, the vehicle vibration-damping component is preferably configured as an active shock absorber or an air spring, wherein the debugging device includes a driving simulator and a host computer system that can communicate with each other, wherein:

[0007] The driving simulator includes a driving simulation controller, a motion platform, a cockpit fixed on the motion platform, and an actuator for driving the motion platform to move with multiple degrees of freedom, wherein the driving simulation controller is configured to process and output a first parameter representing driver behavior;

[0008] The host computer system includes a motion posture calculation module and a force calculation module, wherein the motion posture calculation module is configured to generate a second parameter representing the motion posture of the motion platform based on a first parameter from a driving simulator; the force calculation module stores a simulation model of the vehicle vibration reduction component and is configured to obtain a first feedback signal based on the second parameter and transmit it back to the motion posture calculation module.

[0009] The motion posture calculation module is further configured to obtain a second feedback signal regarding the change in the motion posture of the motion platform based on the first feedback signal, and the driving simulation controller controls the motion of the actuator based on the second feedback signal.

[0010] According to the debugging device proposed in one aspect of the present invention, a vehicle dynamics model is stored in the motion posture calculation module, which is configured to obtain a second parameter characterizing the motion posture of the motion platform based on a first parameter and a preset driving path, wherein the second parameter includes a motion parameter characterizing the motion state of the motion platform and a path parameter characterizing the driving path.

[0011] According to the debugging device proposed in one aspect of the present invention, the path parameter includes a wheel jump stroke parameter.

[0012] According to the debugging device proposed in one aspect of the present invention, the path parameter is used to characterize the driving path at the current moment or the target driving path at the next moment. Accordingly, the path parameter includes the current wheel jump stroke parameter or the target wheel jump stroke parameter at the next moment.

[0013] According to a debugging device proposed in one aspect of the present invention, the vehicle vibration-damping component is configured as an active vibration absorber, and an active vibration absorber model is stored in the force calculation module. The active vibration absorber model includes a sensor sub-model, a vibration-damping controller sub-model, and a vibration absorber physical sub-model that can communicate with each other, wherein the sensor sub-model is used to transmit a sensor signal representing the vibration state of the vehicle body to the vibration-damping controller sub-model; the vibration-damping controller sub-model is configured to obtain a control signal for the vibration absorber physical sub-model based on the sensor signal and the second parameter; and the vibration absorber physical sub-model generates the first feedback signal based on the control signal.

[0014] According to the debugging device proposed in one aspect of the present invention, when the vehicle vibration reduction component is configured as an active shock absorber, the motion parameter includes at least one of a steering wheel angle parameter, an acceleration parameter, a vehicle speed parameter, a motor torque parameter, a yaw rate parameter, and a driving mode parameter.

[0015] According to the debugging device proposed in one aspect of the present invention, when the vehicle vibration-damping component is configured as an active vibration absorber, the first feedback signal is configured to represent a theoretical damping force generated by the active vibration absorber model in response to a second parameter.

[0016] According to the debugging device proposed in one aspect of the present invention, the vehicle shock-absorbing component is constructed as an air spring, and an air spring model is stored in the force calculation module. The air spring model includes an air spring controller sub-model, a solenoid valve sub-model and an air spring physical sub-model that can communicate with each other, wherein the air spring controller sub-model is configured to obtain a current signal for the solenoid valve sub-model based on a second parameter from the motion posture calculation module, the solenoid valve model is configured to obtain a charging and discharging signal for the air spring physical sub-model based on the current signal, and the air spring physical sub-model is configured to generate the first feedback signal based on the charging and discharging signal.

[0017] According to the debugging device proposed in one aspect of the present invention, the motion parameter of the second parameter includes at least one of a steering wheel angle parameter, an acceleration parameter, a vehicle speed parameter, a motor torque parameter, a yaw rate parameter, a driving mode parameter, a spring travel parameter and a point load parameter on the spring.

[0018] According to the debugging device provided in one aspect of the present invention, the first feedback signal is configured to represent a theoretical spring force and a vehicle body height generated by the air spring model in response to a second parameter.

[0019] According to another aspect of the present invention, there is provided a debugging method that can be performed by the above-mentioned debugging device, comprising the following steps:

[0020] manipulating the cockpit to input driver behavior into the driving simulation controller;

[0021] obtaining, according to the host computer system, a second feedback signal for the motion platform based on the driver's behavior;

[0022] determining a vibration level of the cockpit based on the movement of the actuator depending on the second feedback signal, the vibration level representing the intensity of the vibration of the cockpit at the motion platform;

[0023] According to the vibration level, a simulation model of the vehicle vibration damping component is debugged.

[0024] According to another aspect of the present invention, the debugging method measures the vibration level in a driver-in-the-loop manner, and measures the vibration level based on vibration feedback transmitted from the motion platform or the cockpit to the driver in the cockpit.

[0025] According to a debugging method proposed in another aspect of the present invention, the vehicle vibration reduction component is configured as an active vibration absorber, and one or more of the sensor position parameters, active vibration reduction control strategy or damping adjustment device parameters of the active vibration absorber model are debugged based on the vibration level.

[0026] By combining a driving simulator with a simulation model of a vehicle vibration damping component instead of a real physical prototype, the vehicle vibration damping component can be virtually debugged during the R&D phase and the R&D cycle can be shortened accordingly. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which:

[0028] Figure 1 An embodiment of the debugging device according to the present invention is schematically shown in a block diagram, wherein the vehicle vibration damping component is configured as an active vibration damper;

[0029] Figure 2 Another embodiment of the debugging device according to the present invention is schematically shown in a block diagram, wherein the vehicle vibration damping component is configured as an air spring;

[0030] Figure 3 The main steps of the debugging method according to the present invention are shown. DETAILED DESCRIPTION

[0031] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of the present invention and should not be regarded as the entire invention or as a limitation or restriction of the technical solution of the present invention.

[0032] The terms "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" mentioned or potentially mentioned in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may vary depending on their location or usage. Therefore, these or other directional terms should not be interpreted as restrictive. In addition, the terms "first," "second," "third," and similar expressions are used only for descriptive and distinguishing purposes and should not be understood to indicate or imply the relative importance of the corresponding components.

[0033] First, the debugging device according to the present invention is described by taking the design scheme of the vehicle vibration damping component structured as an active vibration damper as an example. Figure 1. The debugging device is used to perform virtual debugging on the active shock absorber during the research and development stage. On the other hand, the debugging device can also be used to debug the active shock absorber during the maintenance stage. The debugging device includes a driving simulator and a host computer system, wherein the host computer system includes a motion posture simulator and a force calculation module. Specifically, the driving simulator includes a driving simulation controller, a motion platform, a cockpit fixed on the motion platform, and an actuator for driving the motion platform and the cockpit located thereon to move, especially to vibrate, wherein the motion platform and the cockpit can vibrate with multiple degrees of freedom to simulate the vibration state of the vehicle on the road. The driving simulation controller of the driving simulator can convert the driver's behavior in the cockpit into a control signal and transmit it to the calculation module of the next level, and it can also receive a feedback signal from the control module of the next level and control the actuator to drive the cockpit to move based on the feedback signal, which will be explained in more detail below.

[0034] The driving simulator can be configured as a six-degree-of-freedom driving simulator, for example, enabling movement along the X, Y, and Z axes of the vehicle coordinate system, as well as rotation, particularly oscillation, about these axes. The configuration of the driving simulator can be selected based on the desired debugging accuracy and the type of active damper; for example, it can also be configured as a nine-degree-of-freedom driving simulator. Furthermore, the actuators driving the motion platform and cockpit can be located on the ground or on a separately constructed, stationary platform. For a six-degree-of-freedom driving simulator, the actuators can optionally include six electric cylinders evenly spaced between the motion platform and the stationary platform. The driving simulator independently controls the piston movement of one or more of these cylinders to activate or change the motion state of the motion platform and cockpit. During the debugging process, the driving simulator can be unaffected by the external environment and maintain consistent operating conditions, facilitating comparison of debugging processes under various operating conditions. Furthermore, using a driving simulator instead of a physical prototype vehicle can significantly reduce testing costs. For example, compared to real-vehicle debugging, hardware replacement is not required, resulting in higher debugging efficiency. Furthermore, the risks of real-vehicle debugging can be avoided and debugging safety can be improved.

[0035] The driving simulator's cockpit can be simply constructed as a cabin, specifically a cabin shaped like the vehicle being tested. Counterweights can be placed within the cabin to simulate the weight of the vehicle, and at least the brake pedal, accelerator pedal, and steering mechanism, which the driver can operate, are located within the cabin. Compared to traditional test benches, driving simulators can more closely simulate driving conditions and offer the possibility of driver-in-the-loop testing. For this driver-in-the-loop testing method, the cockpit can also be equipped with a vehicle seat. During the testing process, vibrations from the cockpit and motion platform are transmitted to the driver via the seat, and the damping effectiveness of the active shock absorbers is determined based on the driver's subjective perception. In other words, the current vibration level is determined based on sensory feedback from the driver.

[0036] Of course, in addition to the above-mentioned driver-in-the-loop debugging method, other debugging methods are not excluded. For example, other vibration sensors can be arranged to directly measure the vibration transmitted to the cockpit and based on this, the vibration reduction effect of the active shock absorber under the current configuration can be obtained.

[0037] The host system communicates with the driving simulator via a CAN (Controller Area Network) or Ethernet connection. The host system's motion posture calculation module is configured to calculate parameters representing the motion posture of the motion platform, particularly the cockpit (which can be compared to a vehicle) located thereon, based on signals from the driving simulator. These parameters are then transmitted as signals to a force calculation module with which the host system can communicate. The force calculation module then derives a theoretical damping force based on these parameters, representing the damping force to be applied by the active shock absorbers to the motion platform or cockpit under the current operating conditions. Specifically, during the commissioning process, the driving simulator controller processes the driver's actions of depressing the accelerator / brake pedal or turning the steering wheel into a first parameter, which is input as a first signal to the next-level motion posture calculation module. This first parameter may include a steering wheel angle or an accelerator / decelerator pedal signal. The motion posture calculation module then derives a second parameter based on this first parameter, which is transmitted as a second signal to the force calculation module. This second parameter represents the motion posture of the motion platform and cockpit (i.e., the vehicle itself). The force calculation module then calculates the theoretical damping force or stiffness of the active shock absorber triggered in this driving state based on the second parameter, and transmits this signal back to the upper-level motion posture calculation module as a first feedback signal. The motion posture calculation module then calculates the motion state parameters of the motion platform or cockpit (i.e., vehicle) with respect to predetermined degrees of freedom based on the first feedback signal, and transmits this signal as a second feedback signal to the driving simulation controller. Based on the second feedback signal, the controller controls the actuator to achieve the aforementioned motion state parameters with respect to the predetermined degrees of freedom.

[0038] It should be noted here that "previous level" or "next level" is only used to describe the direction of communication signals between adjacent components without any inclusion relationship and is not restrictive. In addition, "motion posture" can be understood as a motion parameter in the usual sense, that is, a parameter about speed (especially vector speed), including speed direction, speed value, acceleration value and acceleration direction. On the other hand, it can also be understood as a parameter about vehicle stability, such as yaw rate, etc. In the case of electric vehicles, the speed parameter can also be related to the operating parameters of the motor. In addition, in this article, the description of the movement of the "motion platform" and the "cockpit" fixed thereon can be correspondingly understood as a description of the movement of the "whole vehicle" or "vehicle", that is, in the sense of simulation, the vibration of the motion platform and the vibration of the cockpit should be understood as vehicle vibration or whole vehicle vibration, which should not be understood narrowly.

[0039] Optionally, the motion posture calculation module stores a vehicle dynamics model, configured to derive a second parameter based on a first parameter (e.g., steering wheel angle, pedal signal) and parameters related to a preset driving path. The parameters related to the preset driving path can be directly reflected in the vehicle dynamics model. Furthermore, the motion posture calculation module can optionally be used to debug the active shock absorbers under specific operating conditions. In this case, the parameters related to the preset driving path are determined. The preset driving path parameters can represent the current or next moment's driving path state, such as the roughness of the driving path. During actual driving, the driving path state can also be determined using a dedicated information collection device, such as a camera or radar positioned at the front of the vehicle to detect road conditions ahead, including the roughness of the road itself and the size of obstacles.

[0040] Optionally, the second variable derived by the motion posture calculation module includes a motion variable characterizing the motion state of the motion platform or cockpit and a path variable characterizing the driving path. The force calculation module uses these two variables to determine the theoretical damping force of the active shock absorber in the current configuration. The motion variable associated with the second variable can be selected from the group consisting of a steering wheel angle variable (or steering wheel angle rate variable), acceleration / deceleration parameters (e.g., longitudinal acceleration / deceleration parameters and lateral acceleration / deceleration parameters), vehicle speed parameters, motor torque parameters, yaw rate parameters, and driving mode parameters. The driving mode may include a sport mode, a comfort mode, a normal mode, and the like.

[0041] In a possible embodiment, the path parameter may relate to a wheel jump travel parameter, such as a current wheel jump travel parameter or a wheel jump travel parameter at a next moment (which may also be referred to as a target wheel jump travel parameter).

[0042] The force calculation module stores an active damper model in the form of a simulation model, which optionally includes a sensor sub-model, a vibration controller sub-model, and a vibration damper physics sub-model. The sensor sub-model is used to transmit a sensor signal representing the vehicle body vibration state, along with a second variable, to the vibration controller sub-model. Here, "vehicle body vibration state" refers to the vehicle body vibration acceleration, which should be distinguished from vehicle acceleration, where vehicle acceleration is the acceleration relative to the ground caused by the accelerator / decelerator pedal. In one embodiment shown in the figures, the sensor signal can be calculated by the sensor sub-model based on parameters predefined by the commissioning personnel. In another embodiment (not shown), the vehicle body acceleration represented by the sensor signal can also be directly measured using a sensor located on the motion platform, particularly in its cockpit. This sensor is configured as a vibration sensor and is used to detect the vibration state at its location. In this case, the sensor signal can also be understood as representing the vibration state of the cockpit or the motion platform. For example, a real vehicle may have multiple sensors of this type, each located at the upper end of the active damper and at the rear floor of the vehicle.

[0043] Furthermore, the damper controller submodel is constructed based on the controller of the active damper to be tuned, particularly its control strategy, to determine a corresponding control signal for the next-level damper physics submodel based on the sensor signal from the sensor submodel and the second variable from the upper-level motion state calculation module. If the active damper is an electromagnetic active damper, this control signal is a solenoid valve current signal. The damper physics submodel involves the mechanical structure of the active damper (e.g., a solenoid valve) and determines a target damping force based on the solenoid valve current signal, transmitting it back to the upper-level motion state calculation module as a first feedback signal.

[0044] Subsequently, according to Figure 2 This article describes a tuning device according to another embodiment of the present invention, using an air spring as a design solution for a vehicle's vibration damping component. Since the tuning device for an active shock absorber differs from that for an air spring only in model construction and signal transmission between adjacent stages, for the sake of brevity and clarity, only the differences between the two are described here; the remaining features can be referred to above. An air spring is understood as one whose stiffness can be actively adjusted by its own controller during vehicle operation, depending on the vehicle's driving state, for example, by inflation or deflation.

[0045] In the case of an air spring tuning device, a vehicle dynamics model is stored in the motion posture calculation module of the host computer. This model is configured to derive a second parameter based on a first parameter (e.g., steering wheel angle, pedal signal) and parameters related to a predetermined driving path. This second parameter includes motion parameters selected from the group consisting of steering wheel angle, acceleration, vehicle speed, motor torque, yaw rate, driving mode, spring travel, and spring point load. Similar to the tuning device for active shock absorbers, the path parameter of this second parameter can also be related to the wheel bounce travel signal at the current or next moment.

[0046] The upper computer's force calculation module stores an air spring model, which includes an air spring controller sub-model, a solenoid valve sub-model, and an air spring physics sub-model. The air spring controller sub-model is configured to receive a second parameter from the upper-level motion posture calculation module and generate a current signal based thereon. The solenoid valve sub-model generates a charge / discharge signal based on the received current signal for controlling the air spring's inflation / deflation operations. This charge / discharge signal is transmitted to the air spring physics sub-model in the form of an electrical signal. The air spring physics sub-model generates a first feedback signal based on the charge / discharge signal. This first feedback signal can relate to the theoretical spring force to be applied by the air spring and the vehicle height, i.e., the first feedback signal includes a theoretical spring force signal and a vehicle height signal. Subsequently, the motion posture calculation module, i.e., its vehicle dynamics model, obtains a second feedback signal for the driving simulator based on this first feedback signal. This second feedback signal can be used to indirectly control the motion of the driving simulator's actuators.

[0047] In addition, the present invention also relates to a debugging method for a vehicle vibration damping component, which can be performed by the debugging device described above and mainly includes the following steps:

[0048] S100: manipulating the cockpit to input the driver's behavior into the driving simulation controller;

[0049] S200: Acquiring, according to the host computer system, a second feedback signal for the motion platform based on the driver's behavior;

[0050] S300: Determining a vibration level of the cockpit based on a movement of the actuator depending on a second feedback signal, wherein the vibration level represents a vibration intensity of the cockpit at the motion platform;

[0051] S400: Debugging a simulation model of the vehicle vibration-damping component according to the vibration level.

[0052] Optionally, the vibration level is measured in a driver-in-the-loop manner and is measured based on vibration feedback transmitted from the motion platform to the driver located in the cockpit.

[0053] In step S400, if the vehicle vibration-damping component is configured as an active shock absorber, the sensor submodel (e.g., its sensor location parameters) is adjusted based on the vibration level, or the control strategy of the vibration damping controller is adjusted, such as a strategy involving stiffness changes of the active shock absorber. Alternatively, parameters of the active shock absorber's damping control device (e.g., solenoid valve characteristics, return spring characteristics) can be adjusted. Furthermore, other system parameters or signal processing algorithms can be optimized based on the vibration level.

[0054] When the vehicle vibration damping component is constructed as an air spring, the air spring control strategy of the simulation model and the relevant parameters of the electronic valve sub-model are debugged according to the vibration level.

[0055] In addition, with regard to the debugging method according to the present invention, reference can be made to the above description of the adjustment device, which will not be described in detail.

[0056] In summary, by combining a driving simulator with a simulation model of a vehicle's vibration damping components (particularly active vibration damping components), instead of using a real physical prototype vehicle, virtual debugging of the components can be performed during the R&D phase, correspondingly shortening the R&D cycle. In one embodiment of the present invention, the driver-in-the-loop debugging method more closely resembles actual driving conditions and provides greater guidance for debugging the active vibration damping components.

[0057] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of the present invention should be within the legal protection scope of the present invention.

Claims

1. A debugging device for a vehicle vibration-damping component, wherein the vehicle vibration-damping component is configured as an active shock absorber or an air spring, characterized in that: The debugging device includes a driving simulator and a host computer system that can communicate with each other, wherein, The driving simulator includes a driving simulation controller, a motion platform, a cockpit fixed on the motion platform, and an actuator for driving the motion platform to move with multiple degrees of freedom, wherein the driving simulation controller is configured to process and output a first parameter representing driver behavior; The host computer system includes a motion posture calculation module and a force calculation module, wherein the motion posture calculation module is configured to generate a second parameter representing the motion posture of the motion platform based on a first parameter from a driving simulator; the force calculation module stores a simulation model of the vehicle vibration reduction component and is configured to obtain a first feedback signal based on the second parameter and transmit it back to the motion posture calculation module. The motion posture calculation module is further configured to obtain a second feedback signal regarding the change in the motion posture of the motion platform based on the first feedback signal, and the driving simulation controller controls the motion of the actuator based on the second feedback signal.

2. The debugging device according to claim 1, characterized in that: A vehicle dynamics model is stored in the motion posture calculation module, which is configured to obtain a second parameter characterizing the motion posture of the motion platform based on a first parameter and a preset driving path. The second parameter includes a motion parameter characterizing the motion state of the motion platform and a path parameter characterizing the driving path.

3. The debugging device according to claim 2, characterized in that: The path parameters include wheel jump travel parameters.

4. The debugging device according to claim 3, characterized in that: The path parameters are used to characterize the driving path at the current moment or the target driving path at the next moment. Accordingly, the path parameters include the current wheel jump travel parameters or the target wheel jump travel parameters at the next moment.

5. The debugging device according to any one of claims 2 to 4, characterized in that: The vehicle vibration damping component is configured as an active vibration damper. An active vibration damper model is stored in the force calculation module. The active vibration damper model includes a sensor sub-model, a vibration damping controller sub-model, and a vibration damper physical sub-model that can communicate with each other. The sensor sub-model is used to transmit a sensor signal representing the vibration state of the vehicle body to the vibration damping controller sub-model; the vibration damping controller sub-model is configured to obtain a control signal for the vibration damper physical sub-model based on the sensor signal and the second parameter; and the vibration damper physical sub-model generates the first feedback signal based on the control signal.

6. The debugging device according to claim 5, characterized in that: When the vehicle vibration damping component is configured as an active vibration damper, the motion parameter includes at least one of a steering wheel angle parameter, an acceleration parameter, a vehicle speed parameter, a motor torque parameter, a yaw rate parameter, and a driving mode parameter.

7. The debugging device according to claim 5, characterized in that: In a case where the vehicle vibration-damping component is configured as an active vibration absorber, the first feedback signal is configured to represent a theoretical damping force generated by the active vibration absorber model in response to a second parameter.

8. The debugging device according to any one of claims 2 to 4, characterized in that: The vehicle shock-absorbing component is constructed as an air spring, and an air spring model is stored in the force calculation module. The air spring model includes an air spring controller sub-model, a solenoid valve sub-model and an air spring physical sub-model that can communicate with each other, wherein the air spring controller sub-model is configured to obtain a current signal for the solenoid valve sub-model based on a second parameter from the motion posture calculation module, the solenoid valve sub-model is configured to obtain a charging and discharging signal for the air spring physical sub-model based on the current signal, and the air spring physical sub-model is configured to generate the first feedback signal based on the charging and discharging signal.

9. The debugging device according to claim 8, characterized in that: The motion parameter of the second parameter includes at least one of a steering wheel angle parameter, an acceleration parameter, a vehicle speed parameter, a motor torque parameter, a yaw rate parameter, a driving mode parameter, a spring travel parameter, and a spring point load parameter.

10. The debugging device according to claim 9, characterized in that: The first feedback signal is configured to represent a theoretical spring force and a vehicle body height generated by the air spring model in response to a second parameter.

11. A debugging method for a vehicle vibration damping component, which can be performed by a debugging device according to any one of claims 1 to 10, characterized in that: The steps include: manipulating the cockpit to input driver behavior into the driving simulation controller; obtaining, according to the host computer system, a second feedback signal for the motion platform based on the driver's behavior; determining a vibration level of the cockpit based on the movement of the actuator depending on the second feedback signal, the vibration level representing the intensity of the vibration of the cockpit at the motion platform; According to the vibration level, a simulation model of the vehicle vibration damping component is debugged.

12. The debugging method according to claim 11, characterized in that: The vibration level is measured in a driver-in-the-loop manner and is measured based on vibration feedback transmitted from the motion platform to the driver located in the cockpit.

13. The debugging method according to claim 11 or 12, characterized in that: The vehicle vibration damping component is configured as an active vibration damper. An active vibration damper model is stored in the force calculation module. One or more of sensor position parameters, active vibration damping control strategy, or damping adjustment device parameters of the active vibration damper model are debugged based on the vibration level.

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