A shock absorber calibration method based on wheel-coupled road test bench

Abstract

The present application relates to a shock absorber calibration method based on a wheel-coupled road test bench, which belongs to the field of automobile testing technology. The method includes obtaining the transfer function between the underslung acceleration and the suspended acceleration of the target vehicle, and the power spectrum density of the displacement of each shock absorber on the target vehicle; obtaining the transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle, and the power spectrum density of the displacement of each shock absorber on the calibration vehicle. The present application can use the comparison results of the transfer functions and power spectrum densities of the calibration vehicle and the target vehicle as objective parameters to replace the subjective feelings of the calibration personnel as the calibration basis. The method is highly operational and repeatable, and can avoid the influence of factors such as the experience level and subjective preferences of the calibration personnel. At the same time, the wheel-coupled road test bench is used to simulate actual road conditions. The verification test cycle of the shock absorber calibration plan is short, the test method is highly repeatable, and it is not restricted by the site, weather and human resources. It can effectively shorten the overall calibration cycle and reduce project costs.

Description

Technical Field

[0001] The present application relates to the field of automobile testing technology, and in particular to a shock absorber calibration method based on a wheel-coupled road test bench. Background Art

[0002] The suspension system connects the tires to the vehicle body, performing three major functions: load-bearing, guiding, and vibration reduction. Shock absorbers are the core components of this suspension's vibration reduction function, attenuating vibrations and improving the system's dynamic response. Modern vehicles often use cylindrical hydraulic shock absorbers, and their damping force curve plays a decisive role in the vehicle's driving stability, ride comfort, and transient response.

[0003] The process of adjusting the internal valve plate combination of the shock absorber and the shock absorber force characteristic curve to match the overall parameters of the vehicle model is called shock absorber tuning. The shock absorber performance is made to meet the application scenario requirements of the vehicle model through parameter selection, so that the vehicle's driving smoothness, handling stability, etc. meet the development goals.

[0004] At present, the adjustment of shock absorbers is mainly based on subjective evaluation of actual vehicles, which has the following problems:

[0005] 1. Highly dependent on the project experience of the tuner and the driving level of the tester

[0006] 2. Highly dependent on the test site, and the debugging progress is easily affected by rain and snow

[0007] 3. The adjustment cycle is long, and usually more than two rounds of adjustments are required before the final version is finalized.

[0008] 4. It requires collaboration among shock absorber suppliers, tuning engineers, and testing sites, which consumes a lot of resources. Summary of the Invention

[0009] In response to the shortcomings or one of the shortcomings raised in the above-mentioned background technology, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench, which uses wheel-coupled road test bench simulation instead of actual vehicle testing, and uses objective parameters instead of the subjective feelings of the debugger as the basis for tuning, which can shorten the test cycle and test costs.

[0010] The present application provides a shock absorber calibration method based on a wheel-coupled road test bench, comprising:

[0011] Conduct road simulation tests on the target vehicle used for calibration to determine the transfer function between the underslung acceleration and the overslung acceleration, as well as the power spectrum density of the displacement of each shock absorber on the target vehicle.

[0012] Conduct road simulation tests on the tuning vehicle with the adjusted shock absorbers to obtain the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle, as well as the power spectral density of the displacement of each shock absorber on the tuning vehicle;

[0013] Compare the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle with the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, and compare the power spectral density of the displacement of each shock absorber of the tuning vehicle with the power spectral density of the displacement of each shock absorber of the target vehicle. Based on the comparison results, score the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the power spectral density of the shock absorber displacement to obtain a scoring result.

[0014] Obtain the preset weight distribution scheme and target score, calculate the current score of the tuning car based on the weight distribution scheme and the scoring results, and adjust the shock absorber of the tuning car based on the current score until the current score is not less than the target score, which is used as the current shock absorber tuning scheme for the tuning car.

[0015] In some embodiments, the transfer function between the underslung acceleration and the overslung acceleration includes a transfer function between the front wheel vertical acceleration and the front axle overslung acceleration, and a transfer function between the rear wheel vertical acceleration and the rear axle overslung acceleration.

[0016] In some embodiments, the transfer function between the underslung acceleration and the overslung acceleration further includes a transfer function between the front wheel vertical acceleration and the driver's seat vertical acceleration, and a transfer function between the rear wheel vertical acceleration and the driver's seat vertical acceleration.

[0017] In some embodiments, the road simulation test is performed using a wheel-coupled road test bench, and the road spectrum data input by the wheel-coupled road test bench is road spectrum data collected by a real vehicle of the target vehicle on a preset evaluation road surface.

[0018] In some embodiments, comparing the transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle with the transfer function between the underslung acceleration and the suspended acceleration of the target vehicle, and scoring the transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle based on the comparison result, wherein the scoring result includes:

[0019] The relative error between the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle within a preset frequency range is calculated, and the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle is scored according to the relative error within the preset frequency range.

[0020] In some embodiments, the power spectral density of the displacement of each shock absorber of the tuning vehicle is compared with the power spectral density of the displacement of each shock absorber of the target vehicle, and the power spectral density of the displacement of each shock absorber of the tuning vehicle is scored according to the comparison result, and the scoring result includes:

[0021] The relative errors between the power spectrum density of the displacement of each shock absorber of the tuning vehicle and the power spectrum density of the displacement of each shock absorber of the target vehicle within the preset frequency range are calculated, and the power spectrum density of the displacement of each shock absorber of the tuning vehicle is scored according to the relative errors within the preset frequency range.

[0022] In some embodiments, the step of adjusting the shock absorber of the tuning vehicle according to the current score includes:

[0023] If the current score is less than the target score, the damping force of the shock absorber is changed by adjusting the valve plate combination scheme in the shock absorber on the tuning vehicle.

[0024] In some embodiments, multiple groups of shock absorber tuning schemes whose current scores are not less than the target scores are obtained, and at least two groups of shock absorber tuning schemes closest to the target scores are selected. The selected shock absorber schemes are blindly evaluated by real vehicle users, and the group with the highest subjective evaluation score is selected as the final shock absorber tuning scheme.

[0025] In some embodiments, the weight distribution scheme includes a transfer function scoring weight and a power spectrum density scoring weight, and the transfer function scoring weight is greater than the power spectrum density scoring weight.

[0026] In some embodiments, the target vehicle and the calibration vehicle are both equipped with acceleration sensors and displacement sensors. The acceleration sensors are used to collect the vertical acceleration of the front wheels, the vertical acceleration of the rear wheels, the vertical acceleration of the driver's seat, the front axle suspension acceleration, and the rear axle suspension acceleration. The displacement sensors are used to collect the displacement of the shock absorber.

[0027] The beneficial effects of the technical solution provided by this application include:

[0028] The present application provides a shock absorber calibration method based on a wheel-coupled road test bench. A road simulation test is performed on a target vehicle serving as a calibration target to obtain a transfer function between the underslung acceleration and the suspended acceleration of the target vehicle, as well as a power spectral density of the displacement of each shock absorber on the target vehicle. A road simulation test is performed on a calibration vehicle having the calibrated shock absorber to obtain a transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle, as well as a power spectral density of the displacement of each shock absorber on the calibration vehicle.

[0029] The transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle is compared with the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, and the power spectral density of the displacement of each shock absorber of the tuning vehicle is compared with the power spectral density of the displacement of each shock absorber of the target vehicle. According to the comparison results, the transfer function between the underslung acceleration and the overslung acceleration and the power spectral density of the shock absorber displacement of the tuning vehicle are scored respectively to obtain a scoring result; a preset weight distribution scheme and a target score are obtained, and the current score of the tuning vehicle is calculated according to the weight distribution scheme and the scoring result. The shock absorber of the tuning vehicle is adjusted according to the current score until the current score is not less than the target score, which is used as the current shock absorber tuning scheme for the tuning vehicle.

[0030] Therefore, the comparison results of the transfer functions and power spectral densities of the tuning vehicle and the target vehicle can be used as objective parameters to replace the subjective feelings of the debugging personnel as the basis for tuning. This is highly operational and repeatable, and can avoid the influence of factors such as the debugging personnel's experience level and subjective preferences. At the same time, the wheel-coupled road test bench is used to simulate actual road conditions. The verification test cycle of the shock absorber tuning plan is short, the test method is highly repeatable, and it is not restricted by site, weather and human resources, which can effectively shorten the overall tuning cycle and reduce project costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0032] Figure 1 This is a flowchart of an embodiment of the present application;

[0033] Figure 2 This is a flowchart of another embodiment of the present application. DETAILED DESCRIPTION

[0034] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0035] In response to the shortcomings or one of the shortcomings raised in the above-mentioned background technology, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench, which uses wheel-coupled road test bench simulation instead of actual vehicle testing, and uses objective parameters instead of the subjective feelings of the debugger as the basis for tuning, which can shorten the test cycle and test costs.

[0036] See also Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench, comprising:

[0037] S10, conducting a road simulation test on a target vehicle as a calibration target, and obtaining a transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, as well as a power spectrum density of the displacement of each shock absorber on the target vehicle;

[0038] S20, conducting a road simulation test on the tuning vehicle with the tuned shock absorber to obtain a transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle, as well as a power spectral density of the displacement of each shock absorber on the tuning vehicle;

[0039] S30, comparing the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle with the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, and comparing the power spectral density of the displacement of each shock absorber of the tuning vehicle with the power spectral density of the displacement of each shock absorber of the target vehicle, and scoring the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the power spectral density of the shock absorber displacement based on the comparison results to obtain a scoring result;

[0040] S40. Obtain a preset weight distribution scheme and a target score, calculate the current score of the tuning vehicle according to the weight distribution scheme and the scoring result, and tune the shock absorber of the tuning vehicle according to the current score until the current score is not less than the target score, which is used as the current shock absorber tuning scheme for the tuning vehicle.

[0041] The shock absorber calibration method based on a wheel-coupled road test bench in an embodiment of the present application utilizes a wheel-coupled road test bench to conduct road simulation tests on a target vehicle serving as a calibration target and a calibration vehicle of a calibrated shock absorber. The method has low dependence on the test site and the driver, and since the test is conducted indoors, the debugging progress will not be affected by rain or snow.

[0042] In addition, road simulation tests can be used to collect the target vehicle's underslung and overslung acceleration data, as well as shock absorber displacement data. After processing, the transfer function between the target vehicle's underslung and overslung accelerations and the power spectral density of the target vehicle's shock absorber displacement are obtained. Similarly, road simulation tests can be used to collect the tuning vehicle's underslung and overslung acceleration data, as well as shock absorber displacement data. After processing, the transfer function between the tuning vehicle's underslung and overslung accelerations and the power spectral density of the tuning vehicle's shock absorber displacement are obtained.

[0043] The transfer function between the underslung acceleration and the overslung acceleration can indirectly reflect the vibration characteristics of the vehicle body and suspension, as well as the vibration attenuation effect of the entire vehicle. The power spectral density of the shock absorber displacement can intuitively reflect the changing relationship between the shock absorber's working stroke and frequency. By comparing the transfer function curves of the tuned vehicle and the target vehicle, as well as the power spectral density curves of the tuned vehicle and the target vehicle, the relative error between the two vehicles within the preset frequency range on the curves can be intuitively statistically analyzed. The transfer function and power spectral density of the tuned vehicle can then be scored based on the actual driver feedback.

[0044] Finally, the current score is calculated based on the weight distribution scheme, that is, the scoring weights of the transfer function and power spectrum density. The current score = the transfer function score result of the tuned car × the transfer function score weight + the power spectrum density score result of the tuned car × the power spectrum density score weight.

[0045] If the current score is not less than the target score, the shock absorber tuning plan for the tuning vehicle is determined and the adjustment is completed. If the current score is less than the target score, the tuning engineer can refer to the difference between the current score and the target score, and combine the transfer function and power spectral density of the two vehicles as the basis for tuning, adjust the shock absorber valve plate plan and parameter characteristics, and install the adjusted shock absorber on the vehicle to re-test the tuning vehicle on the road simulation, and update the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle, as well as the power spectral density of the displacement of each shock absorber on the tuning vehicle. After comparing with the transfer function and power spectral density of the target vehicle, the current score of the tuning vehicle is updated until the current score is not less than the target score, and the shock absorber tuning plan for the tuning vehicle is determined.

[0046] It should be noted that, in this embodiment, step S10 and step S20 are performed in no particular order, and the simulated road conditions of the road simulation tests in step S10 and step S20 are the same. The underslung acceleration, the overslung acceleration and the shock absorber displacement can be measured by arranging sensors on the vehicle body.

[0047] It's important to note that the acceleration transfer function (ATF) describes a system's response to an input acceleration signal and is commonly used in the analysis and design of vibration control systems. It can typically be expressed as a complex function, whose amplitude and phase describe the system's gain and phase difference for input acceleration signals of different frequencies, respectively. In this implementation, constructing an ATF between the underslung and overslung accelerations indirectly reflects the vibration characteristics of the vehicle body and suspension, as well as the overall vehicle vibration attenuation.

[0048] The power spectrum density is the statistical result of the response of a structure under random dynamic load excitation. It is a curve showing the relationship between the power spectrum density value and the frequency value. The power spectrum density can be in the form of displacement power spectrum density, velocity power spectrum density, acceleration power spectrum density, force power spectrum density, etc. In this embodiment, it is the power spectrum density of the shock absorber displacement, which can intuitively reflect the changing relationship between the shock absorber's working stroke and frequency.

[0049] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench. The transfer function between the underslung acceleration and the overslung acceleration of the shock absorber tuning method based on the wheel-coupled road test bench includes a transfer function between the front wheel vertical acceleration and the front axle overslung acceleration, and a transfer function between the rear wheel vertical acceleration and the rear axle overslung acceleration.

[0050] The transfer function between the underslung acceleration and the suspended acceleration in the embodiment of the present application includes the transfer function between the front wheel vertical acceleration and the front axle suspended acceleration, and the transfer function between the rear wheel vertical acceleration and the rear axle suspended acceleration. The transfer function between the front wheel vertical acceleration and the front axle suspended acceleration can reflect the vibration phase difference of the front axle, and the transfer function between the rear wheel vertical acceleration and the rear axle suspended acceleration can reflect the vibration phase difference of the rear axle. The combination of the two can reflect the relative motion of the front and rear axles under the influence of the shock absorber.

[0051] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench. The transfer function between the underslung acceleration and the overslung acceleration of the shock absorber tuning method based on the wheel-coupled road test bench also includes a transfer function between the front wheel vertical acceleration and the driver's seat vertical acceleration, and a transfer function between the rear wheel vertical acceleration and the driver's seat vertical acceleration.

[0052] The transfer function between the underslung acceleration and the overslung acceleration in the embodiment of the present application also includes the transfer function between the front wheel vertical acceleration and the driver's seat vertical acceleration, and the transfer function between the rear wheel vertical acceleration and the driver's seat vertical acceleration. The transfer function between the front wheel vertical acceleration and the driver's seat vertical acceleration can reflect the degree of vibration influence of the front shock absorber on the driver's seat and the vibration attenuation effect, and the transfer function between the rear wheel vertical acceleration and the driver's seat vertical acceleration can reflect the degree of vibration influence of the rear shock absorber on the driver's seat and the vibration attenuation effect.

[0053] In some alternative embodiments: See Figures 1 to 2As shown, an embodiment of the present application provides a shock absorber adjustment method based on a wheel-coupled road test bench. The road simulation test of the shock absorber adjustment method based on the wheel-coupled road test bench is carried out using a wheel-coupled road test bench. The road spectrum data input by the wheel-coupled road test bench is the road spectrum data collected by the target vehicle on a preset evaluation road surface.

[0054] The road simulation test of the embodiment of the present application is carried out using a wheel-coupled road test bench. The road spectrum data input by the wheel-coupled road test bench is the road spectrum data collected by the target vehicle on a preset evaluation road surface. The preset evaluation road surface is the calibration site. The road spectrum data is collected by driving the target vehicle as the calibration target on the preset evaluation road surface. The collected signals include but are not limited to: vertical acceleration of all wheels, vertical acceleration of the driving position, shock absorber (suspension) displacement, front axle suspension acceleration, and rear axle suspension acceleration.

[0055] The wheel vertical acceleration is filtered, and the frequency domain bandwidth of the road spectrum is aligned with the excitation range of the wheel-coupled road test bench. Using the measured road spectrum of the target vehicle's wheel vertical acceleration as the target, the wheel-coupled road test bench excitation spectrum is iterated to ensure that the test bench excitation is consistent with the wheel excitation from the preset evaluation road surface. This allows the wheel-coupled road test bench to simulate the road conditions of the preset evaluation road surface.

[0056] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench. The shock absorber calibration method based on the wheel-coupled road test bench compares the transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle with the transfer function between the underslung acceleration and the suspended acceleration of the target vehicle. The transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle is scored based on the comparison result. The scoring results include:

[0057] The relative error between the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle within a preset frequency range is calculated, and the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle is scored according to the relative error within the preset frequency range.

[0058] In the embodiment of the present application, the relative error between the transfer function between the underslung acceleration and the suspended acceleration of the calibration vehicle and the transfer function between the underslung acceleration and the suspended acceleration of the target vehicle in a preset frequency range can be the relative error of the average value or the root mean square in a certain frequency range. Scoring is performed according to the size of the relative error. For example, when the size of the relative error is 10%, the scoring segment is 80 to 90 points, when the size of the relative error is 15%, the scoring segment is 70 to 80 points, and when the size of the relative error is 20%, the scoring segment is 60 to 70 points. The size of the relative error is combined with the actual feedback of the driver and a specific score is selected within the corresponding scoring segment for scoring.

[0059] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench. The shock absorber calibration method based on the wheel-coupled road test bench compares the power spectral density of the displacement of each shock absorber of the calibration vehicle with the power spectral density of the displacement of each shock absorber of the target vehicle, and scores the power spectral density of the displacement of each shock absorber of the calibration vehicle based on the comparison result. The scoring results include:

[0060] The relative errors between the power spectrum density of the displacement of each shock absorber of the tuning vehicle and the power spectrum density of the displacement of each shock absorber of the target vehicle within the preset frequency range are calculated, and the power spectrum density of the displacement of each shock absorber of the tuning vehicle is scored according to the relative errors within the preset frequency range.

[0061] The relative error between the power spectral density of the displacement of each shock absorber of the tuning vehicle in the embodiment of the present application and the power spectral density of the displacement of each shock absorber of the target vehicle in a preset frequency range can be the relative error of the average value or root mean square in a certain frequency range. Scoring is performed according to the size of the relative error. For example, when the size of the relative error is 10%, the scoring segment is 80 to 90 points; when the size of the relative error is 15%, the scoring segment is 70 to 80 points; when the size of the relative error is 20%, the scoring segment is 60 to 70 points. The size of the relative error is combined with the actual feedback of the driver and a specific score is selected within the corresponding scoring segment for scoring.

[0062] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench. The shock absorber calibration method based on the wheel-coupled road test bench calibrates the shock absorber of the calibration vehicle according to the current score, including:

[0063] If the current score is less than the target score, the damping force curve of the shock absorber is changed by adjusting the valve plate combination scheme in the shock absorber on the tuning vehicle.

[0064] The embodiment of the present application changes the damping force curve of the shock absorber by adjusting the valve plate combination scheme in the shock absorber on the tuning vehicle, thereby changing the ride smoothness, handling stability, etc. of the tuning vehicle. For example, if the current score is less than the target score, the tuning engineer can refer to the gap between the current score and the target score, and combine the transfer function and power spectral density as the basis for tuning to adjust the valve plate combination scheme in the shock absorber on the tuning vehicle.

[0065] After calibration, the calibration vehicle is re-tested on a road simulation, and the transfer function between the underslung acceleration and the overslung acceleration, as well as the power spectrum density of the displacement of each shock absorber on the calibration vehicle, are updated. After comparison with the transfer function and power spectrum density of the target vehicle, the current score of the calibration vehicle is updated until the current score is no less than the target score, which is then used as the current shock absorber calibration plan for the calibration vehicle.

[0066] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench. The shock absorber tuning method based on the wheel-coupled road test bench can obtain multiple groups of shock absorber tuning schemes whose current scores are not less than the target scores, select at least two groups of shock absorber schemes closest to the target scores, conduct blind evaluation of each selected shock absorber scheme by real vehicle users, and take the group with the highest subjective evaluation score as the final shock absorber tuning scheme.

[0067] The shock absorber tuning method of the embodiment of the present application can obtain multiple groups of shock absorber tuning schemes whose current scores are not less than the target scores. For example, after obtaining three sets of shock absorber schemes closest to the target scores, the selected shock absorber schemes are blindly evaluated by real vehicle users, and the group with the highest subjective evaluation score is taken as the final shock absorber tuning scheme. This can shorten the original multiple rounds of subjective evaluation tuning tests to wheel-coupled road test bench iterations + 1 round of customer subjective scoring. In addition, the tuning process is directly supported by objective data, and the tuning process is greatly simplified.

[0068] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber tuning method based on a wheel-coupled road test bench. The weight distribution scheme of the shock absorber tuning method based on the wheel-coupled road test bench includes a scoring weight of a transfer function and a scoring weight of a power spectrum density, and the scoring weight of the transfer function is greater than the scoring weight of the power spectrum density.

[0069] The weight distribution scheme of the embodiment of the present application includes the scoring weight of the transfer function and the scoring weight of the power spectrum density. The scoring weight of the transfer function is greater than the scoring weight of the power spectrum density. Exemplarily, the scoring weight of the transfer function is 60% and the scoring weight of the power spectrum density is 40%.

[0070] In some alternative embodiments: See Figures 1 to 2As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench. The target vehicle and the calibration vehicle of the shock absorber calibration method based on the wheel-coupled road test bench are both equipped with acceleration sensors and displacement sensors. The acceleration sensors are used to collect the vertical acceleration of the front wheels, the vertical acceleration of the rear wheels, the vertical acceleration of the driver's seat, the front axle suspension acceleration, and the rear axle suspension acceleration. The displacement sensors are used to collect the displacement of the shock absorber.

[0071] The target vehicle and the calibration vehicle in the embodiment of the present application are both equipped with acceleration sensors and displacement sensors. Acceleration sensors and displacement sensors are installed at appropriate positions on the vehicle to respectively collect the front wheel vertical acceleration, rear wheel vertical acceleration, driver's seat vertical acceleration, front axle suspension acceleration, rear axle suspension acceleration, and shock absorber displacement.

[0072] In some alternative embodiments: See Figures 1 to 2 As shown, an embodiment of the present application provides a shock absorber calibration method based on a wheel-coupled road test bench, comprising:

[0073] S1. Determine the calibration site, road conditions, and working conditions as the preset evaluation road surface;

[0074] S2. Confirm the target vehicle and target score through user evaluation, which will serve as the calibration target;

[0075] S3. Collect road spectra of the target vehicle on a preset evaluation road surface. The collected signals include but are not limited to: vertical acceleration of all wheels, vertical acceleration of the driver's seat, shock absorber (suspension) displacement, front axle suspension acceleration, and rear axle suspension acceleration.

[0076] S4. Process the obtained road spectrum as follows and perform wheel coupling test bench testing:

[0077] (1) The wheel vertical acceleration is filtered and the frequency domain bandwidth of the road spectrum is aligned with the excitation range of the wheel-coupled road test bench for wheel-coupled test bench testing.

[0078] (2) Calculate the following four transfer functions respectively:

[0079] TF1.1: front wheel vertical acceleration minus front axle overhung acceleration;

[0080] TF1.2: rear wheel vertical acceleration minus rear axle overhung acceleration;

[0081] TF1.3: front wheel vertical acceleration minus driver's seat vertical acceleration;

[0082] TF1.4: rear wheel vertical acceleration minus driver's seat vertical acceleration;

[0083] (3) and the power spectrum density (PSD1) of the four shock absorber displacements is obtained through the shock absorber (suspension) displacement spectrum data.

[0084] S5. After the calibration vehicle is prepared and confirmed to be in its designed state, install the same number of acceleration and displacement sensors as those used for collecting the target vehicle's road profile. This is to collect the calibration vehicle's wheel vertical acceleration, driver's seat vertical acceleration, shock absorber (suspension) displacement, front axle suspension acceleration, and rear axle suspension acceleration.

[0085] (1) The vehicle to be adjusted is driven into the wheel coupling test bench, parked in the center according to the installation requirements of the wheel coupling road test bench, and the limit protection device is installed.

[0086] (2) Using the measured vertical acceleration road spectrum of the target vehicle's wheels as the target, the excitation spectrum of the wheel-coupled road test bench is iterated to make the excitation of the wheel-coupled road test bench consistent with the wheel excitation from the actual road surface, and obtain the excitation spectrum for tuning (Drive).

[0087] S6. Collect the sensor signals of the calibrated vehicle and obtain the following four transfer functions:

[0088] TF2.1: front wheel vertical acceleration minus front axle overhung acceleration;

[0089] TF2.2: rear wheel vertical acceleration - rear axle overhung acceleration;

[0090] TF2.3: front axle vertical acceleration minus driver's seat vertical acceleration;

[0091] TF2.4: Rear axle vertical acceleration - driver's seat vertical acceleration.

[0092] And calculate the power spectral density (PSD2) of the displacement of the four shock absorbers

[0093] S7. Compare the transfer functions TF2.1, TF2.2, TF2.3, TF2.4 and shock absorber power spectral density PSD2 collected from the tuning vehicle with the parameters TF1.1, TF1.2, TF1.3, TF1.4, and PSD1 collected from the target vehicle. Calculate the relative errors of these parameters within the preset frequency range for the two vehicles. Based on the actual feedback from the drivers, weight these parameter errors and score them to determine whether the target score has been achieved. If not, proceed to step S8; otherwise, proceed to step S9.

[0094] S8: The other settings of the sensor and wheel remain unchanged. The shock absorber valve plate assembly is adjusted. After the replacement, the excitation spectrum obtained in step S5 is used for retesting. After scoring according to step S7, it is again determined whether the target score is achieved.

[0095] S9. Determine whether there are at least 10 solutions that achieve the target score. If not, proceed to step S8. Otherwise, proceed to step S10.

[0096] S10. Select the three shock absorber solutions with the highest scores. Perform a blind evaluation of the three shock absorber solutions by real vehicle users, and take the solution with the highest subjective evaluation score as the final solution.

[0097] This embodiment has the following advantages:

[0098] 1. Using objective parameters instead of the subjective feelings of the debugger as the basis for adjustment, the method is highly repeatable and can avoid the influence of factors such as the debugger's experience level and subjective preferences.

[0099] 2. Using road simulation test bench stimulus as iterative input, the verification test cycle of each iterative solution is short, the test method is highly repeatable, and is not restricted by site, weather, and human resources. This can effectively shorten the overall adjustment cycle and reduce project costs.

[0100] 3. This method can reversely correct the computer simulation model. After a certain amount of data accumulation is achieved, it can replace the wheel-coupled road test bench adjustment iteration with simulation iterative adjustment, further realizing the rapid adjustment and development of the shock absorber.

[0101] 4. The original multiple rounds of subjective evaluation and calibration tests are shortened to wheel-coupled road test bench iterations + one round of customer subjective scoring. The calibration process is supported by direct objective data, greatly simplifying the calibration process.

[0102] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0103] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0104] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A shock absorber calibration method based on a wheel-coupled road test bench, characterized in that: include: Conduct road simulation tests on the target vehicle used for calibration to determine the transfer function between the underslung acceleration and the overslung acceleration, as well as the power spectrum density of the displacement of each shock absorber on the target vehicle. Conduct road simulation tests on the tuning vehicle with the adjusted shock absorbers to obtain the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle, as well as the power spectral density of the displacement of each shock absorber on the tuning vehicle; Compare the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle with the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, and compare the power spectral density of the displacement of each shock absorber of the tuning vehicle with the power spectral density of the displacement of each shock absorber of the target vehicle. Based on the comparison results, score the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the power spectral density of the shock absorber displacement to obtain a scoring result. Obtain the preset weight distribution scheme and target score, calculate the current score of the tuning car based on the weight distribution scheme and the scoring results, and adjust the shock absorber of the tuning car based on the current score until the current score is not less than the target score, which is used as the current shock absorber tuning scheme for the tuning car.

2. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The transfer function between the underslung acceleration and the overslung acceleration includes a transfer function between the front wheel vertical acceleration and the front axle overslung acceleration, and a transfer function between the rear wheel vertical acceleration and the rear axle overslung acceleration.

3. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The transfer function between the underslung acceleration and the overslung acceleration also includes a transfer function between the front wheel vertical acceleration and the driver's seat vertical acceleration, and a transfer function between the rear wheel vertical acceleration and the driver's seat vertical acceleration.

4. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The road simulation test is carried out using a wheel-coupled road test bench, and the road spectrum data input by the wheel-coupled road test bench is the road spectrum data collected by the target vehicle on a preset evaluation road surface.

5. The shock absorber calibration method based on the wheel coupling road test bench according to claim 1, characterized in that: The transfer function between the underslung acceleration and the overslung acceleration of the calibration vehicle is compared with the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle, and the transfer function between the underslung acceleration and the overslung acceleration of the calibration vehicle is scored according to the comparison result. The scoring result includes: The relative error between the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle and the transfer function between the underslung acceleration and the overslung acceleration of the target vehicle within a preset frequency range is calculated, and the transfer function between the underslung acceleration and the overslung acceleration of the tuning vehicle is scored according to the relative error within the preset frequency range.

6. The shock absorber calibration method based on the wheel coupling road test bench according to claim 1, characterized in that: The power spectrum density of the displacement of each shock absorber of the tuning vehicle is compared with the power spectrum density of the displacement of each shock absorber of the target vehicle, and the power spectrum density of the displacement of each shock absorber of the tuning vehicle is scored according to the comparison result. The scoring results include: The relative errors between the power spectrum density of the displacement of each shock absorber of the tuning vehicle and the power spectrum density of the displacement of each shock absorber of the target vehicle within the preset frequency range are calculated, and the power spectrum density of the displacement of each shock absorber of the tuning vehicle is scored according to the relative errors within the preset frequency range.

7. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The step of adjusting the shock absorber of the tuning vehicle according to the current score includes: If the current score is less than the target score, the damping force of the shock absorber is changed by adjusting the valve plate combination scheme in the shock absorber on the tuning vehicle.

8. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: Obtain multiple groups of shock absorber tuning schemes whose current scores are not less than the target scores, select at least two groups of shock absorber schemes closest to the target scores, conduct blind evaluations of the selected shock absorber schemes by real vehicle users, and take the group with the highest subjective evaluation score as the final shock absorber tuning scheme.

9. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The weight distribution scheme includes a transfer function scoring weight and a power spectrum density scoring weight, and the transfer function scoring weight is greater than the power spectrum density scoring weight.

10. The shock absorber calibration method based on a wheel-coupled road test bench according to claim 1, characterized in that: The target vehicle and the calibration vehicle are both equipped with acceleration sensors and displacement sensors. The acceleration sensors are used to collect the vertical acceleration of the front wheels, the vertical acceleration of the rear wheels, the vertical acceleration of the driver's seat, the acceleration of the front axle suspension, and the acceleration of the rear axle suspension. The displacement sensors are used to collect the displacement of the shock absorber.

Images