Method for measuring center force of low-frequency vibrating wheel and related equipment

Abstract

The invention discloses a low-frequency vibration wheel center force measuring method and related equipment, and relates to the technical field of vehicle testing, and the method comprises the steps: responding to static excitation force signals inputted to a target wheel in multiple directions, and collecting first vibration response signals corresponding to the static excitation force signals; according to the static excitation force signal and the first vibration response signal, constructing a source point dynamic stiffness matrix corresponding to the wheel center of the target wheel; and in response to a second vibration response signal corresponding to the road excitation in the vehicle driving state, wheel center force calculation is performed based on the second vibration response signal and the source point dynamic stiffness matrix, and the low-frequency vibration wheel center force of the target wheel is determined. Through a series of accurate measurement and calculation, the method can effectively improve the measurement accuracy of the center force of the low-frequency vibration wheel, and provides a scientific basis for the design, maintenance and operation of a vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle testing technology, and more specifically, to a low-frequency vibration wheel center force measurement method and related equipment. Background Art

[0002] Vehicle dynamics is a discipline that studies the dynamic behavior of vehicles in motion. It involves the interaction between the vehicle and the ground, including wheel center force (i.e., the vertical reaction force at the contact point between the wheel and the ground) and other torques. The measurement and analysis of these forces are essential for understanding the vehicle's handling, stability, ride comfort and durability. Wheel center force is a key parameter in vehicle dynamics analysis, which directly affects the working state of the vehicle's acceleration, braking, steering and suspension systems.

[0003] In the related art, the measurement of wheel center force mainly relies on two strategies: one is to attach high-precision strain gauges on the surface of the wheel or suspension component, and use the local strain changes caused by the wheel center force to indirectly infer the size of the wheel center force; the other is to directly install a dedicated force sensor at the connection between the wheel and the axle to achieve direct measurement of the wheel center force. However, these methods often face many challenges in practical applications, such as the complexity of the vehicle structure and the diversity of working conditions. These factors may seriously limit the effectiveness of the measurement method, especially in low-frequency vibration environments. It is often difficult to accurately capture or measure subtle changes in wheel center force, resulting in inaccurate or missing data. That is, there is a technical problem in the related art that the low-frequency vibration wheel center force cannot be obtained or the obtained low-frequency vibration wheel center force is inaccurate. Summary of the invention

[0004] A series of simplified concepts are introduced in the invention summary of this application, which will be further described in detail in the detailed description. The invention summary of this application does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0005] The low-frequency vibration wheel center force measurement method and related devices provided in this application can effectively improve the accuracy of low-frequency vibration wheel center force measurement through a series of precise measurements and calculations, and provide a scientific basis for vehicle design, maintenance and operation.

[0006] In a first aspect, the present application provides a method for measuring a low-frequency vibration wheel center force, the method comprising: in response to a static excitation force signal input in multiple directions to a target wheel, collecting a first vibration response signal corresponding to the static excitation force signal; constructing a source point dynamic stiffness matrix corresponding to the wheel center of the target wheel based on the static excitation force signal and the first vibration response signal; in response to a second vibration response signal corresponding to road surface excitation under a vehicle driving state, calculating the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel.

[0007] In a feasible implementation manner, constructing a source point dynamic stiffness matrix corresponding to the target wheel center according to the static excitation force signal and the first vibration response signal includes: performing Fourier transform on the static excitation force signal and the first vibration response signal to obtain a frequency domain static excitation force signal corresponding to the static excitation force signal and a frequency domain first vibration response signal corresponding to the first vibration response signal; and obtaining the source point dynamic stiffness matrix by calculating the ratio of the frequency domain first vibration response signal to the frequency domain static excitation force signal.

[0008] In a feasible implementation, when the number of the static excitation force signals is equal to the number of the first vibration response signals, the wheel center force is calculated based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel, including: performing inverse matrix processing on the source point dynamic stiffness matrix to obtain the source point dynamic stiffness inverse matrix; multiplying the source point dynamic stiffness inverse matrix with the second vibration response signal to obtain the low-frequency vibration wheel center force.

[0009] In a feasible implementation manner, when the number of the static excitation force signals is less than the number of the first vibration response signals, the wheel center force calculation is performed based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel, including: substituting the source point dynamic stiffness matrix and the second vibration response signal into the wheel center force calculation formula to obtain the low-frequency vibration wheel center force, wherein the wheel center force calculation formula is: F=[IPI H IPI] -1 IPI H ·A; where F is the low-frequency vibration wheel center force, IPI is the source point dynamic stiffness matrix, and A is the second vibration response signal.

[0010] In a feasible implementation, the low-frequency vibration wheel center force measurement method also includes: collecting acceleration sensor signals, phase sensor signals and time synchronization signals corresponding to road excitation under the vehicle driving state; and determining the second vibration response signal based on the acceleration sensor signals, the phase sensor signals and the time synchronization signals.

[0011] In a feasible implementation, the low-frequency vibration wheel center force measurement method also includes: collecting environmental parameters under the vehicle driving state; calculating the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel, including: determining the low-frequency vibration wheel center force of the target wheel corresponding to the environmental parameters according to the second vibration response signal and the source point dynamic stiffness matrix.

[0012] In a feasible implementation, the low-frequency vibration wheel center force measurement method further includes: inputting the static excitation force signal in multiple directions of the target wheel through at least one force hammer or exciter, and a controller for controlling the force hammer or the exciter to output the static excitation force signal in multiple directions and at multiple frequencies.

[0013] In the second aspect, the present application also provides a low-frequency vibration wheel center force measurement device, including: a response signal determination unit, used to respond to the static excitation force signal input in multiple directions of the target wheel, and collect a first vibration response signal corresponding to the static excitation force signal; a dynamic stiffness matrix determination unit, used to construct a source point dynamic stiffness matrix corresponding to the wheel center of the target wheel according to the static excitation force signal and the first vibration response signal; a wheel center force determination unit, used to respond to the second vibration response signal corresponding to the road surface excitation under the vehicle driving state, calculate the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix, and determine the low-frequency vibration wheel center force of the target wheel.

[0014] In a third aspect, the present application further provides an electronic device, comprising: a memory and a processor, wherein the processor is configured to implement the steps of the low-frequency vibration wheel center force measurement method described in the first aspect when executing a computer program stored in the memory.

[0015] In a fourth aspect, the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the low-frequency vibration wheel center force measurement method described in the first aspect.

[0016] In a fifth aspect, the present application also provides a computer program product, including a computer program or computer executable instructions, which, when executed by a processor, implements the low-frequency vibration wheel center force measurement method provided in an embodiment of the present application.

[0017] In summary, by applying static excitation forces in multiple directions (such as longitudinal, vertical and lateral directions) to the target wheel and collecting the corresponding first vibration response signals, the present application can comprehensively evaluate the dynamic response characteristics of the wheel in different force directions, which is helpful to build a more accurate wheel dynamics model and provide reliable basic data for subsequent calculations; by constructing a source point dynamic stiffness matrix, the reaction characteristics of the wheel to forces in different directions can be quantified to more accurately reflect the mechanical behavior of the wheel in actual work and improve the accuracy of subsequent wheel center force calculations; and then using the second vibration response signal generated by road excitation during the driving process of the vehicle, combined with the previously constructed source point dynamic stiffness matrix, the low-frequency vibration wheel center force of the wheel is calculated in real time, which can accurately reflect the wheel center force of the vehicle under actual driving conditions. In summary, the low-frequency vibration wheel center force measurement method provided by the present application can effectively improve the accuracy of low-frequency vibration wheel center force measurement through a series of precise measurements and calculations, and provide a scientific basis for the design, maintenance and operation of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present specification. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0019] Figure 1 A schematic flow chart of a method for measuring low-frequency vibration wheel centrifugal force provided in an embodiment of the present application;

[0020] Figure 2 A schematic diagram of the structure of a low-frequency vibration wheel centrifugal force measuring device provided in an embodiment of the present application;

[0021] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "is" and "has" and any variations thereof involved in the present application are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0023] The term "module" or "unit" in this application refers to a computer program or a part of a computer program that has a predetermined function and works together with other related parts to achieve a predetermined goal, and can be implemented in whole or in part by using software, hardware (such as processing circuits or memories) or a combination thereof. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be part of an overall module or unit that includes the function of the module or unit.

[0024] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. In the following description, it is related to "some embodiments", which describes a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0025] See also Figure 1 , Figure 1 1 is a flow chart of a method for measuring low-frequency vibration wheel centrifugal force provided in an embodiment of the present application. The method may specifically include the following steps 101 to 103:

[0026] Step 101, in response to static excitation force signals inputted in multiple directions to a target wheel, collecting a first vibration response signal corresponding to the static excitation force signal;

[0027] Specifically, the target wheel refers to the wheel being measured, which is a component of the vehicle, connected to the axle, and in contact with the road surface through the tire. The static excitation force signal refers to a known force signal applied to the target wheel through an excitation input device when the wheel is in a stationary state; the static excitation force signal is applied in multiple directions (such as longitudinal, lateral, vertical, etc.) to simulate the directions of various forces that the wheel may encounter in actual use. The first vibration response signal refers to the vibration response generated by the wheel after being subjected to the static excitation force signal, and these responses are recorded through sensors (such as accelerometers, displacement sensors, etc.); the first vibration response signals are the basis for the subsequent construction of the source point dynamic stiffness matrix, which corresponds to the applied excitation force signal and is used to establish the relationship between the excitation force and the vibration response.

[0028] By implementing step 101, the dynamic response characteristics of the wheel in different force directions can be comprehensively evaluated, providing reliable basic data for subsequent calculations, and facilitating the construction of a more accurate source point dynamic stiffness matrix.

[0029] Step 102, constructing a source point dynamic stiffness matrix corresponding to the target wheel center according to the static excitation force signal and the first vibration response signal;

[0030] Specifically, the target wheel center refers to the center point (wheel center) of the target wheel, that is, the location where the axle is connected to the wheel. The wheel center is usually the reference point for wheel rotation and force transmission; the dynamic stiffness characteristics of the wheel center have an important impact on the vehicle's handling stability, ride comfort and structural durability; therefore, the source point dynamic stiffness matrix needs to correspond to the wheel center to ensure that the analysis results can accurately reflect the performance of the wheel in actual use. The source point dynamic stiffness matrix is ​​a mathematical model used to describe the dynamic response characteristics of the wheel when it is excited by external force; the source point dynamic stiffness matrix is ​​obtained by mathematically processing the applied static excitation force signal with the corresponding first vibration response signal; specifically, it usually involves Fourier transform and ratio calculation to determine the frequency dependence between the excitation force and the response. In the specific implementation process, the static excitation force signal and the first vibration response signal collected in step 101 can be further processed, such as signal preprocessing (such as filtering, denoising, etc.) and signal conversion (such as conversion from time domain to frequency domain), etc.; then, using these processed signals, the source point dynamic stiffness matrix is ​​calculated by mathematical methods (such as frequency response function method, least squares method, etc.).

[0031] Through the implementation of step 102, the response characteristics of the wheel to forces in different directions can be quantified by constructing a source point dynamic stiffness matrix. The source point dynamic stiffness matrix is ​​a mathematical representation of the dynamic response characteristics of the wheel, and can more accurately simulate and analyze various dynamic load conditions encountered by the wheel in actual driving, so as to more accurately reflect the mechanical behavior of the wheel in actual work and improve the accuracy of subsequent wheel center force calculations.

[0032] Step 103, in response to a second vibration response signal corresponding to road excitation in a vehicle driving state, the wheel center force is calculated based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel;

[0033] Specifically, the vehicle driving state refers to the state of the vehicle when it is driving normally on the road; in the vehicle driving state, the wheels will experience various dynamic loads caused by uneven road surface, speed changes, vehicle handling, etc.; road surface excitation refers to the random or periodic force generated on the wheels due to uneven road surface during the vehicle driving process; these excitations can be caused by uneven factors such as potholes, joints, and stones on the road. The second vibration response signal refers to the vibration response generated by the wheel after being excited by the road surface when the vehicle is in driving state. Unlike the first vibration response signal in the first step, the second vibration response signal is obtained under actual driving conditions, which reflects the dynamic behavior of the wheel under complex excitations encountered in actual use. Wheel center force calculation refers to the process of determining the force on the wheel using the source point dynamic stiffness matrix and the second vibration response signal. This process involves complex mathematical operations, usually using matrix algebra and signal processing technology. Low-frequency vibration wheel center force refers to the measured value of the vibration force on the wheel in the low-frequency range, and low frequency refers to the frequency range below the natural frequency of the vehicle system.

[0034] Through the implementation of step 103, the low-frequency vibration wheel center force of the wheel is calculated in real time by utilizing the second vibration response signal generated by road surface excitation during the driving of the vehicle, combined with the previously constructed source point dynamic stiffness matrix, which can accurately reflect the wheel center force of the vehicle under actual driving conditions, and further can comprehensively and accurately evaluate the dynamic performance of the wheel under low-frequency vibration conditions.

[0035] In summary, the embodiment of the present application can comprehensively evaluate the dynamic response characteristics of the wheel in different force directions by applying static excitation forces in multiple directions (such as longitudinal, vertical and lateral directions) to the target wheel and collecting the corresponding first vibration response signals, which is helpful to build a more accurate wheel dynamics model and provide reliable basic data for subsequent calculations; by constructing a source point dynamic stiffness matrix, the reaction characteristics of the wheel to forces in different directions can be quantified to more accurately reflect the mechanical behavior of the wheel in actual work and improve the accuracy of subsequent wheel center force calculations; and then the second vibration response signal generated by the road surface excitation during the driving process of the vehicle is used, combined with the previously constructed source point dynamic stiffness matrix, to calculate the low-frequency vibration wheel center force of the wheel in real time, which can accurately reflect the wheel center force of the vehicle under real driving conditions. In summary, the low-frequency vibration wheel center force measurement method provided in the embodiment of the present application can effectively improve the accuracy of low-frequency vibration wheel center force measurement through a series of precise measurements and calculations, and provide a scientific basis for the design, maintenance and operation of the vehicle.

[0036] In some embodiments, the aforementioned step 102 may include: performing Fourier transform on the static excitation force signal and the first vibration response signal to obtain a frequency domain static excitation force signal corresponding to the static excitation force signal and a frequency domain first vibration response signal corresponding to the first vibration response signal; and obtaining a source point dynamic stiffness matrix by calculating the ratio of the frequency domain first vibration response signal to the frequency domain static excitation force signal.

[0037] Specifically, Fourier transform is a mathematical algorithm used to convert a time domain signal (i.e., a signal that changes with time) into a frequency domain signal (i.e., a signal that changes with frequency). The frequency domain static excitation force signal refers to the frequency domain representation of the static excitation force signal obtained by Fourier transform, which means that the force signal that originally changes with time is converted into a signal that changes with frequency; in the frequency domain, it is possible to more clearly see which frequency components the excitation force applied to the wheel contains, and the intensity of these frequency components. The frequency domain first vibration response signal is also obtained by Fourier transform, which represents the frequency domain representation of the first vibration response signal; like the static excitation force signal, the representation of the vibration response signal in the frequency domain helps to analyze its frequency characteristics. The ratio calculation of the frequency domain first vibration response signal and the frequency domain static excitation force signal is to divide the amplitude of the vibration response by the corresponding excitation force amplitude for each frequency component. This ratio is actually the element in the dynamic stiffness matrix, which represents the degree of response of the wheel to the applied force at a specific frequency.

[0038] Through the implementation of the above-mentioned embodiments, the static excitation force signal and the vibration response signal are subjected to Fourier transform, and the time domain signal is converted into a frequency domain signal, which helps to separate and analyze the responses of different frequency components and improve the accuracy of the dynamic stiffness matrix; the ratio of the frequency domain signals is calculated to obtain the source point dynamic stiffness matrix, which can eliminate the systematic error in the measurement process and further improve the accuracy of the dynamic stiffness matrix.

[0039] In some embodiments, when the number of static excitation force signals is equal to the number of first vibration response signals, the aforementioned wheel center force calculation based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel may include: performing inverse matrix processing on the source point dynamic stiffness matrix to obtain the source point dynamic stiffness inverse matrix; multiplying the source point dynamic stiffness inverse matrix with the second vibration response signal to obtain the low-frequency vibration wheel center force.

[0040] Specifically, when the number of excitation force signals is equal to the number of vibration response signals, the source point dynamic stiffness matrix is ​​a square matrix and can be inversely processed; the inverse matrix processing is to find a mathematical representation that can convert the vibration response of the wheel back into the force, and this mathematical representation is the inverse dynamic stiffness matrix of the source point. The second vibration response signal is the vibration response generated by the wheel after being excited by the road surface when the vehicle is in motion, which reflects the dynamic behavior of the wheel in actual use; the inverse dynamic stiffness matrix of the source point is multiplied by the second vibration response signal to invert the force acting on the wheel from the vibration response. Through the above multiplication calculation, a low-frequency vibration wheel center force vector can be obtained, which represents the magnitude and direction of the low-frequency vibration wheel center force acting on the wheel when the vehicle is in motion.

[0041] Through the implementation of the above embodiment, when the number of static excitation force signals is equal to the number of vibration response signals, the use of inverse matrix processing can simplify the calculation process, because in this case the source point dynamic stiffness matrix is ​​a square matrix, which can be directly inverted and then the low-frequency vibration wheel center force can be obtained by multiplication. This method is direct and efficient, reduces the calculation complexity, and improves the measurement speed of the low-frequency vibration wheel center force.

[0042] In some embodiments, when the number of static excitation force signals is less than the number of first vibration response signals, the aforementioned wheel center force calculation based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel may include: substituting the source point dynamic stiffness matrix and the second vibration response signal into the wheel center force calculation formula to obtain the low-frequency vibration wheel center force, wherein the wheel center force calculation formula is:

[0043] F=[IPI H IPI] -1 IPI H ·A (1)

[0044] Where F is the low-frequency vibration wheel center force, IPI is the source point dynamic stiffness matrix, and A is the second vibration response signal.

[0045] Specifically, in some cases, it may be impossible to obtain the vibration response signal corresponding to each excitation force signal, resulting in the number of excitation force signals being less than the number of vibration response signals. In this case, the source point dynamic stiffness matrix and the second vibration response signal are substituted into the wheel center force calculation formula, where IPI H IPI is the product of the conjugate transpose of the source point dynamic stiffness matrix and itself, forming a symmetric matrix; [IPI H IPI] -1 is the inverse matrix of the above symmetric matrix.

[0046] Through the implementation of the above-mentioned embodiments, when the number of static excitation force signals is less than the number of vibration response signals, a specific wheel center force calculation formula is used to solve the low-frequency vibration wheel center force measurement method of the embodiment of the present application, so that it has higher flexibility and can adapt to different test conditions, thereby ensuring the applicability of the method in different test scenarios.

[0047] In some embodiments, the aforementioned low-frequency vibration wheel center force measurement method may also include: collecting acceleration sensor signals, phase sensor signals and time synchronization signals corresponding to road surface excitation under the vehicle driving state; and determining a second vibration response signal based on the acceleration sensor signals, phase sensor signals and time synchronization signals.

[0048] Specifically, first, the acceleration sensor signal and the phase sensor signal are time-aligned using a time synchronization signal to ensure that they are processed in the same time frame; then, the acceleration sensor signal is phase-corrected and filtered in combination with the phase information in the phase sensor signal to remove noise interference and highlight low-frequency vibration components; finally, based on the processed signal, a second vibration response signal that is closely related to road excitation is extracted through specific algorithms (such as Fourier transform, wavelet analysis, etc.), which can more accurately reflect the low-frequency vibration characteristics of the vehicle during driving.

[0049] Through the implementation of the above-mentioned embodiment, by collecting acceleration sensor signals, phase sensor signals and time synchronization signals, the vibration conditions of the vehicle under driving state can be more comprehensively reflected, and the second vibration response signal determined based on these signals is more accurate, which can improve the accuracy of wheel center force calculation.

[0050] In some embodiments, the aforementioned low-frequency vibration wheel center force measurement method may further include: collecting environmental parameters under the vehicle driving state; the aforementioned wheel center force calculation based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel may include: determining the low-frequency vibration wheel center force of the target wheel corresponding to the environmental parameters according to the second vibration response signal and the source point dynamic stiffness matrix.

[0051] Specifically, a variety of sensors can be installed on the vehicle; among them, the temperature sensor can be placed in the engine compartment or inside the vehicle to monitor the temperature changes inside and outside the vehicle in real time; the humidity sensor is installed inside the vehicle or near the air intake to measure the air humidity; the road condition sensor may use a camera or radar technology combined with an image processing algorithm to identify the material, flatness and other information of the road surface. In addition, the on-board communication module can also receive meteorological data from a weather station or the Internet to obtain more comprehensive weather information; then, according to the data provided by the temperature sensor and the humidity sensor, the relevant parameters in the source point dynamic stiffness matrix are corrected. For example, when the temperature rises, the elastic modulus of the material may change, thereby affecting the stiffness characteristics of the wheel; at the same time, changes in road conditions (such as slippery roads) will also affect the friction coefficient and contact stiffness between the wheel and the road surface. Therefore, the source point dynamic stiffness matrix can be recalculated based on these corrected parameters, and the wheel center force can be accurately calculated in combination with the second vibration response signal.

[0052] Through the implementation of the above-mentioned embodiments, environmental parameters such as temperature, humidity, road conditions, etc. under the vehicle driving state are taken into consideration, which can more truly reflect the dynamic performance of the wheel in the actual environment, and then adjust the calculation of the wheel center force according to the environmental parameters, thereby improving the reliability and practicality of the measurement results.

[0053] In some embodiments, the aforementioned low-frequency vibration wheel center force measurement method may also include: inputting static excitation force signals in multiple directions of the target wheel through at least one force hammer or exciter, and a controller for controlling the force hammer or exciter to output static excitation force signals in multiple directions and at multiple frequencies.

[0054] Specifically, in order to more comprehensively evaluate the wheel center force characteristics of the target wheel under low-frequency vibration, at least one force hammer or exciter can be used as an excitation source; these force hammers or exciters can generate controllable static excitation force signals, and their output in multiple directions and multiple frequencies can be accurately controlled by a controller. The controller is responsible for receiving instructions from the user or a preset program, and adjusting the working parameters of the force hammer or exciter to ensure the accuracy and repeatability of the excitation force signal. In this way, static excitation force signals can be applied to the target wheel in different directions (such as horizontal, vertical, lateral, etc.) and in different frequency ranges, thereby more comprehensively stimulating the vibration response of the wheel.

[0055] For example, in order to accurately measure the low-frequency vibration characteristics of the wheel in multiple directions, two hammers can be used to apply static excitation force signals in the horizontal and vertical directions of the wheel respectively. The controller controls the two hammers to work sequentially or simultaneously at specific time points and frequencies through a preset program or user-entered parameters. During the measurement process, the hammer generates static excitation force signals by striking the surface of the wheel or the sensor pad in contact with it. These signals are captured and converted by sensors installed on the wheel (such as accelerometers, force sensors, etc.), and finally transmitted to the data processing system for analysis and processing. In this way, the system can accurately obtain the low-frequency vibration response data of the wheel in different directions and frequencies, providing a reliable basis for the subsequent calculation of the wheel center force.

[0056] Through the implementation of the above-mentioned embodiments, a static excitation force signal can be applied in multiple directions and frequencies using a force hammer or an exciter and a controller to simulate the complex stress conditions of the wheel in actual use, thereby ensuring the accuracy and repeatability of the excitation signal, thereby improving the reliability and repeatability of the entire measurement process.

[0057] Furthermore, as an implementation of the aforementioned method embodiment, the present application also provides a low-frequency vibration wheel center force measurement device for implementing the aforementioned method embodiment. The device embodiment corresponds to the aforementioned method embodiment. For ease of reading, the present low-frequency vibration wheel center force measurement device embodiment will no longer repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in the embodiment of the present application can correspond to and implement all the contents of the aforementioned method embodiment. Figure 2 As shown, the low-frequency vibration wheel center force measurement device 20 includes: a response signal determination unit 201, a dynamic stiffness matrix determination unit 202 and a wheel center force determination unit 203, wherein the response signal determination unit 201 is used to respond to the static excitation force signals input in multiple directions to the target wheel, and collect the first vibration response signal corresponding to the static excitation force signal; the dynamic stiffness matrix determination unit 202 is used to construct a source point dynamic stiffness matrix corresponding to the wheel center of the target wheel according to the static excitation force signal and the first vibration response signal; the wheel center force determination unit 203 is used to respond to the second vibration response signal corresponding to the road surface excitation under the vehicle driving state, calculate the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix, and determine the low-frequency vibration wheel center force of the target wheel.

[0058] In some embodiments, the dynamic stiffness matrix determination unit 202 is further used to perform Fourier transform on the static excitation force signal and the first vibration response signal to obtain a frequency domain static excitation force signal corresponding to the static excitation force signal and a frequency domain first vibration response signal corresponding to the first vibration response signal; and obtain the source point dynamic stiffness matrix by calculating the ratio of the frequency domain first vibration response signal to the frequency domain static excitation force signal.

[0059] In some embodiments, when the number of static excitation force signals is equal to the number of first vibration response signals, the wheel center force determination unit 203 is also used to perform inverse matrix processing on the source point dynamic stiffness matrix to obtain the source point dynamic stiffness inverse matrix; and multiply the source point dynamic stiffness inverse matrix with the second vibration response signal to obtain the low-frequency vibration wheel center force.

[0060] In some embodiments, when the number of static excitation force signals is less than the number of first vibration response signals, the wheel center force determination unit 203 is further used to substitute the source point dynamic stiffness matrix and the second vibration response signal into the wheel center force calculation formula to obtain the low-frequency vibration wheel center force, wherein the wheel center force calculation formula is: F = [IPI H IPI] -1 IPI H ·A; where F is the low-frequency vibration wheel center force, IPI is the source point dynamic stiffness matrix, and A is the second vibration response signal.

[0061] In some embodiments, the response signal determination unit 201 is also used to collect acceleration sensor signals, phase sensor signals and time synchronization signals corresponding to road excitation under the vehicle driving state; and determine the second vibration response signal based on the acceleration sensor signals, phase sensor signals and time synchronization signals.

[0062] In some embodiments, the low-frequency vibration wheel center force measurement device 20 also includes an environmental parameter acquisition unit for collecting environmental parameters under the vehicle driving state; the wheel center force determination unit 203 is also used to determine the low-frequency vibration wheel center force of the target wheel corresponding to the environmental parameters based on the second vibration response signal and the source point dynamic stiffness matrix.

[0063] In some embodiments, the low-frequency vibration wheel center force measurement device 20 also includes an excitation input unit for inputting static excitation force signals to the target wheel in multiple directions through at least one force hammer or exciter, and a controller for controlling the force hammer or exciter to output static excitation force signals in multiple directions and at multiple frequencies.

[0064] The present application also provides a computer-readable storage medium, which stores computer-executable instructions or computer programs. When the computer-executable instructions or computer programs are executed by a processor, the processor will be caused to execute any step of the low-frequency vibration wheel center force measurement method provided in the present application.

[0065] In some embodiments, the computer-readable storage medium may be a memory such as RAM, read-only memory (ROM), flash memory, magnetic surface memory, optical disk, or compact disc read-only memory (CD-ROM); or it may be various devices including one or any combination of the above memories.

[0066] In some embodiments, computer executable instructions may be in the form of a program, software, software module, script or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine or other unit suitable for use in a computing environment.

[0067] In some embodiments, computer-executable instructions may, but need not, correspond to a file in a file system, may be stored as part of a file storing other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files storing one or more modules, subroutines, or code portions).

[0068] In some embodiments, computer executable instructions may be deployed to be executed on one electronic device, or on multiple electronic devices located at one site, or on multiple electronic devices distributed at multiple sites and interconnected by a communication network.

[0069] like Figure 3 As shown, the present application also provides an electronic device 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor, and when the processor 320 executes the computer program 311, any step of the above-mentioned low-frequency vibration wheel centrifugal force measurement method is implemented.

[0070] The present application also provides a computer program product, which includes a computer program or computer executable instructions, and the computer program or computer executable instructions are stored in a computer-readable storage medium. The processor of the electronic device reads the computer program or computer executable instructions from the computer-readable storage medium, and the processor executes the computer program or computer executable instructions, so that the electronic device performs any step of the low-frequency vibration wheel centrifugal force measurement method described above in the present application.

[0071] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for measuring low-frequency vibration wheel centrifugal force, characterized in that: include: In response to static excitation force signals input to a target wheel in multiple directions, collecting first vibration response signals corresponding to the static excitation force signals; Constructing a source point dynamic stiffness matrix corresponding to the target wheel center according to the static excitation force signal and the first vibration response signal; In response to a second vibration response signal corresponding to road excitation in a vehicle driving state, wheel center force calculation is performed based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel.

2. The low-frequency vibration wheel centrifugal force measurement method according to claim 1, characterized in that: The step of constructing a source point dynamic stiffness matrix corresponding to the target wheel center according to the static excitation force signal and the first vibration response signal comprises: Performing Fourier transform on the static excitation force signal and the first vibration response signal to obtain a frequency domain static excitation force signal corresponding to the static excitation force signal and a frequency domain first vibration response signal corresponding to the first vibration response signal; The source point dynamic stiffness matrix is ​​obtained by calculating the ratio of the frequency domain first vibration response signal to the frequency domain static excitation force signal.

3. The low-frequency vibration wheel centrifugal force measurement method according to claim 1, characterized in that: When the number of the static excitation force signals is equal to the number of the first vibration response signals, the wheel center force calculation is performed based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel, including: Performing inverse matrix processing on the source point dynamic stiffness matrix to obtain a source point dynamic stiffness inverse matrix; The inverse matrix of the source point dynamic stiffness is multiplied by the second vibration response signal to obtain the low-frequency vibration wheel center force.

4. The low-frequency vibration wheel centrifugal force measurement method according to claim 1, characterized in that: When the number of the static excitation force signals is less than the number of the first vibration response signals, the wheel center force calculation based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel includes: Substitute the source point dynamic stiffness matrix and the second vibration response signal into the wheel center force calculation formula to obtain the low-frequency vibration wheel center force, wherein the wheel center force calculation formula is: F=[IPI H IPI] -1 ·IPI H A Wherein, F is the low-frequency vibration wheel center force, IPI is the source point dynamic stiffness matrix, and A is the second vibration response signal.

5. The low-frequency vibration wheel centrifugal force measurement method according to claim 1, characterized in that: The low-frequency vibration wheel centrifugal force measurement method further comprises: Collect acceleration sensor signals, phase sensor signals and time synchronization signals corresponding to road excitation under vehicle driving state; The second vibration response signal is determined according to the acceleration sensing signal, the phase sensing signal and the time synchronization signal.

6. The low-frequency vibration wheel centrifugal force measurement method according to claim 1, characterized in that: The low-frequency vibration wheel centrifugal force measurement method further comprises: Collect environmental parameters when the vehicle is in motion; The calculating the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix to determine the low-frequency vibration wheel center force of the target wheel includes: The low-frequency vibration wheel center force of the target wheel corresponding to the environmental parameter is determined according to the second vibration response signal and the source point dynamic stiffness matrix.

7. The low-frequency vibration wheel centrifugal force measurement method according to any one of claims 1 to 6, characterized in that: The low-frequency vibration wheel centrifugal force measurement method further comprises: The static excitation force signal is input to the target wheel in multiple directions through at least one hammer or exciter and a controller for controlling the hammer or exciter to output the static excitation force signal in multiple directions and at multiple frequencies.

8. A low-frequency vibration wheel centrifugal force measuring device, characterized in that: include: a response signal determination unit, configured to collect a first vibration response signal corresponding to the static excitation force signal in response to static excitation force signals inputted in multiple directions to the target wheel; a dynamic stiffness matrix determination unit, configured to construct a source point dynamic stiffness matrix corresponding to the target wheel center according to the static excitation force signal and the first vibration response signal; The wheel center force determination unit is used to respond to a second vibration response signal corresponding to road surface excitation under the vehicle driving state, calculate the wheel center force based on the second vibration response signal and the source point dynamic stiffness matrix, and determine the low-frequency vibration wheel center force of the target wheel.

9. An electronic device, comprising: A memory and a processor, wherein the processor is used to implement the steps of the low-frequency vibration wheel centrifugal force measurement method as described in any one of claims 1 to 7 when executing the computer program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the low-frequency vibration wheel centrifugal force measurement method according to any one of claims 1 to 7 are implemented.

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