Method and device for determining wheel force transmissibility

Abstract

The invention belongs to the field of vehicles, and discloses a method and device for determining the wheel force transmissibility. The method comprises the steps that a controller controls a vibration exciter to excite the inner side of a rim in the three-dimensional direction, and a first excitation signal matrix of the vibration exciter is collected; the controller receives a first response signal matrix of forces in the three-dimensional direction acquired by the plurality of force sensors; determining a first geometric information matrix of the vibration exciter relative to a wheel core of the tire, and determining a second geometric information matrix of a plurality of force sensors relative to a tread contact point, the tread contact point being a contact point of the tire and the force sensor mounting plate; and determining the wheel force transmissibility of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix. According to the invention, the accuracy of the detected wheel force transmissibility can be improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method and a device for determining a wheel force transmission rate. Background Art

[0002] With the electrification of automobiles, the noise of the engine in gasoline vehicles has disappeared, and the road noise / tire noise that was originally covered by the engine noise has become more and more significant, and the road noise / tire noise affects the comfort of the vehicle and the user experience. Since the wheel vibration of the vehicle is transmitted to the wheel core through the wheel, the wheel vibration is the most important cause of road noise / tire noise. In order to improve the vibration isolation characteristics of the vehicle, it is necessary to determine the wheel force transmission rate from the vehicle tread to the center of the rim to facilitate the subsequent research on the vibration isolation characteristics of the wheel.

[0003] In the prior art, when measuring the wheel force transfer rate of a tire, the wheel is suspended with an elastic rope, acceleration sensors are installed at the tread and the center of the rim respectively, and the wheel force transfer rate from the tread to the center of the rim is tested and calculated. However, the wheel is in a suspended state, which is different from the actual vehicle loading state, and the obtained wheel force transfer rate is quite different from the actual wheel force transfer rate. Summary of the invention

[0004] Based on this, it is necessary to provide a method and device for determining the wheel force transmission rate in response to the above technical problems.

[0005] In a first aspect, a method for determining a wheel force transmission rate is provided, the method being applied to a system for determining a wheel force transmission rate, the system comprising a controller, a vibration exciter, a plurality of force sensors, an elastic loading device, a force sensor mounting plate and a tire; the vibration exciter is mounted on the inner side of a rim of the tire, the tire is loaded by the elastic loading device and is vertically fixed above the force sensor mounting plate, a plurality of the force sensors are arranged below the force sensor mounting plate, and the controller is respectively connected to the vibration exciter and the plurality of the force sensors; the method comprising:

[0006] The controller controls the vibration exciter to excite the inner side of the rim in three-dimensional directions respectively, and collects a first excitation signal matrix of the vibration exciter;

[0007] The controller receives a first response signal matrix of forces in three-dimensional directions collected by the plurality of force sensors;

[0008] Determine a first geometric information matrix of the vibration exciter relative to the wheel core of the tire, and determine a second geometric information matrix of a plurality of the force sensors relative to tread contact points, wherein the tread contact points are contact points between the tire and the force sensor mounting plate;

[0009] The wheel force transmission rate of the tire is determined according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix.

[0010] As an optional implementation, the determining of a first geometric information matrix of the vibration exciter relative to the wheel core of the tire includes:

[0011] Establishing a first three-dimensional coordinate system with the wheel core as the origin, and acquiring the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system;

[0012] A first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the vibration exciter coordinate data.

[0013] As an optional implementation manner, the determining of a second geometric information matrix of a plurality of contact points of the force sensors relative to the tread includes:

[0014] Establishing a second three-dimensional coordinate system with the tread contact point as the origin, and acquiring a plurality of force sensor coordinate data of the plurality of force sensors relative to the second three-dimensional coordinate system;

[0015] A second geometric information matrix of the plurality of force sensors relative to the tread contact points is determined based on the plurality of force sensor coordinate data.

[0016] As an optional implementation manner, determining the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix, and the second geometric information matrix includes:

[0017] Determine a second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix;

[0018] Determining a second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix;

[0019] The wheel force transmission rate of the tire at the tread contact point to the wheel core is determined based on the second excitation signal matrix and the second response signal matrix.

[0020] As an optional implementation manner, the formula for determining the second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix is:

[0021] F in-vp =ψ f-in F in ;

[0022] Among them, Fin-vp represents the second excitation signal matrix, ψ f-in represents the first geometric information matrix, F in represents the first excitation signal matrix.

[0023] As an optional implementation manner, the formula for determining the second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix is:

[0024] F out =ψ f-out F out-vp ;

[0025] Among them, F out represents the first response signal matrix, ψ f-out represents the second geometric information matrix, F out-vp represents the second response signal matrix.

[0026] As an optional implementation manner, the formula for determining the wheel force transmission rate of the tire at the tread contact point to the wheel core according to the second excitation signal matrix and the second response signal matrix is:

[0027] F out-vp =H ref-vp F in-vp ;

[0028] Among them, F out-vp represents the second response signal matrix, H ref-vp Indicates the wheel force transmission rate, F in-vp represents the second excitation signal matrix.

[0029] In a second aspect, a device for determining a wheel force transmission rate is provided, the device being applied to a system for determining a wheel force transmission rate, the system comprising a controller, a vibration exciter, a plurality of force sensors, an elastic loading device, a force sensor mounting plate and a tire; the vibration exciter is mounted on the inner side of the rim of the tire, the tire is loaded by the elastic loading device and the tire is vertically fixed above the force sensor mounting plate, a plurality of the force sensors are arranged below the force sensor mounting plate, and the controller is respectively connected to the vibration exciter and the plurality of the force sensors; the device comprises:

[0030] An excitation module, used for the controller to control the exciter to excite the inner side of the rim in three-dimensional directions respectively, and to collect a first excitation signal matrix of the exciter;

[0031] A receiving module, used for the controller to receive a first response signal matrix of forces in three-dimensional directions collected by a plurality of force sensors;

[0032] A first determination module is used to determine a first geometric information matrix of the vibration exciter relative to the wheel core of the tire, and to determine a second geometric information matrix of a plurality of the force sensors relative to tread contact points, wherein the tread contact points are contact points between the tire and the force sensor mounting plate;

[0033] The second determination module is used to determine the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix.

[0034] As an optional implementation manner, the first determining module is specifically configured to:

[0035] Establishing a first three-dimensional coordinate system with the wheel core as the origin, and acquiring the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system;

[0036] A first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the vibration exciter coordinate data.

[0037] As an optional implementation manner, the first determining module is specifically configured to:

[0038] Establishing a second three-dimensional coordinate system with the tread contact point as the origin, and acquiring a plurality of force sensor coordinate data of the plurality of force sensors relative to the second three-dimensional coordinate system;

[0039] A second geometric information matrix of the plurality of force sensors relative to the tread contact points is determined based on the plurality of force sensor coordinate data.

[0040] As an optional implementation manner, the second determining module is specifically configured to:

[0041] Determine a second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix;

[0042] Determining a second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix;

[0043] The wheel force transmission rate of the tire at the tread contact point to the wheel core is determined based on the second excitation signal matrix and the second response signal matrix.

[0044] In a third aspect, a system for determining a wheel force transfer rate is provided, wherein the system for determining a wheel force transfer rate comprises: a method for determining a wheel force transfer rate as described in the first aspect and a method for determining a wheel force transfer rate as described in the second aspect.

[0045] In a fourth aspect, a computer device is provided, comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, and when the processor executes the computer program, the method steps described in the first aspect are implemented.

[0046] In a fifth aspect, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the method steps described in the first aspect are implemented.

[0047] The present application provides a method and device for determining the wheel force transmission rate. The technical solution provided by the embodiment of the present application brings at least the following beneficial effects: the controller controls the exciter to excite the inner side of the rim in three-dimensional directions respectively, and collects the first excitation signal matrix of the exciter; the controller receives the first response signal matrix of the force in three-dimensional directions collected by multiple force sensors; determines the first geometric information matrix of the exciter relative to the wheel core of the tire, and determines the second geometric information matrix of multiple force sensors relative to the tread contact point, the tread contact point is the contact point between the tire and the force sensor mounting plate; according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix, the wheel force transmission rate of the tire is determined. In this way, by setting the elastic loading, the wheel is vertically loaded and fixed, simulating the loading of the actual vehicle state, and the force transmission can be effectively avoided. The exciter is used to excite the inner side of the rim, and the response force is obtained below the tread contact point. Then, by using geometric information matrix calculation, the force signals of the force sensor and micro-vibrator are geometrically reduced to the tread contact point and the wheel core origin, respectively, so as to obtain the wheel force transfer rate from the tread contact point with the ground (tread contact point) to the center point of the wheel (wheel core), thereby greatly improving the accuracy of the detected wheel force transfer rate.

[0048] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0050] Figure 1 A schematic diagram of the structure of a system for determining wheel force transmission rate provided in an embodiment of the present application;

[0051] Figure 2A flow chart of a method for determining a wheel force transmission rate provided in an embodiment of the present application;

[0052] Figure 3 A schematic diagram of the structure of a device for determining a wheel force transmission rate provided in an embodiment of the present application;

[0053] Figure 4 A schematic diagram of the structure of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0055] The method for determining the wheel force transmission rate provided in the embodiment of the present application can be applied to a system for determining the wheel force transmission rate. Figure 1 As shown, the system for determining the wheel force transmission rate includes a controller 101, a vibrator 102, three force sensors 103, an elastic loading device 104, a force sensor mounting plate 105, a tire 106 and a vibrator mounting block 107. The controller 101 is respectively connected to the vibrator 102 and the three force sensors 103 through test cables. The number of force sensors 103 can be determined according to actual conditions and is not limited here. The vibrator 102 is set on the tire 106 through the vibrator mounting block 107. Among them, the vibrator mounting block 107 can be an aluminum block.

[0056] The controller 101 is used to control the vibrator 102 to excite the inner side of the rim in three-dimensional directions respectively, and collect the first excitation signal matrix of the vibrator 102. The controller 101 receives the first response signal matrix of the force in the three-dimensional direction of the tread contact point collected by multiple force sensors 103, and the tread contact point is the contact point between the tire 106 and the force sensor mounting plate 105. Determine the first geometric information matrix of the vibrator 102 at the wheel core relative to the tire 106, and determine the second geometric information matrix of the multiple force sensors 103 relative to the tread contact point. Determine the wheel force transmission rate of the tire 106 based on the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix. Among them, the controller 101 can be a data analyzer and a test computer.

[0057] The exciter 102 is used to receive the excitation instruction from the controller 101 and excite the inner side of the rim in three-dimensional directions.

[0058] The force sensor 103 is used to collect the first response signal matrix of the force in the three-dimensional direction of the tread contact point where it is set, and send it to the controller 101. The tread contact point is the contact point between the tire 106 and the force sensor mounting plate 105. The force sensor 103 is set below the force sensor mounting plate 105. Among them, the force sensor 103 can be a three-axis force sensor.

[0059] The elastic loading device 104 is used to load the wheel core of the tire 106, and to vertically fix the tire 106 on the force sensor mounting plate 105, so that the wheel 106 simulates the vertical loading of the actual vehicle state weight. The elastic loading device 104 can be an elastic rope, one end of which is fixedly connected to the wheel core, and the other end is fixed to both sides of the ground.

[0060] The force sensor mounting plate 105 is used to support the tire 106 .

[0061] The vibration exciter mounting block 107 is used to mount the vibration exciter 102 on the tire 106 .

[0062] The following will describe in detail a method for determining a wheel force transmission rate provided by an embodiment of the present application in conjunction with a specific implementation manner. Figure 2 A flow chart of a method for determining wheel force transmission rate provided in an embodiment of the present application is as follows: Figure 2 As shown, the specific steps are as follows:

[0063] Step 201 : The controller controls the vibration exciter to excite the inner side of the rim in three-dimensional directions respectively, and collects a first excitation signal matrix of the vibration exciter.

[0064] In practice, in the prior art, when measuring the wheel force transfer rate of a tire, the wheel is suspended with an elastic rope, acceleration sensors are installed at the tread and the center of the rim respectively, and the wheel force transfer rate from the tread to the center of the rim is tested and calculated. However, the wheel is in a suspended state, which is different from the loaded state of the actual vehicle, and the obtained wheel force transfer rate is quite different from the actual wheel force transfer rate. In order to measure a more accurate wheel force transfer rate, the tire is loaded by an elastic loading device, and the tire is vertically fixed on the force sensor mounting plate, so that a more realistic wheel force transfer rate of the tire in a loaded state can be simulated, which is more accurate. By measuring the force at the tire contact point with the ground (tread contact point) and the force at the wheel core, the wheel force transfer rate from the tread contact point to the wheel core is calculated. However, the force at the wheel core and the tread contact point is not easy to measure. The force on the inner side of the rim and the response force measured by the force sensor below the tread contact point can be measured first, and then the geometric information matrix can be used to calculate the force on the inner side of the rim and the response force measured by the force sensor below the tread contact point to obtain the force in the 6 degrees of freedom directions of the tread contact point and the wheel center point, so as to calculate the wheel force transmission rate from the tread contact point to the wheel center point. Therefore, a vibrator can be set around the center of the mounting surface on the inner side of the rim of the wheel. By rigidly bonding a plurality of square aluminum blocks around the center of the mounting surface, which can be 4 square aluminum blocks, three surfaces of the aluminum blocks are selected as the excitation positions of the vibrator, and the three excitation surfaces are parallel to the X / Y / Z planes of the vehicle coordinates. The controller controls the vibrator to excite the inner side of the rim in three-dimensional directions respectively, and collects the first excitation signal matrix of the vibrator. Using a micro vibrator for excitation can ensure the consistency of the excitation force frequency and amplitude, and ensure the accuracy of the wheel force transmission rate detection. The controller can be a data analyzer and a test computer. The test computer inputs the excitation signal to the micro-vibrator through the data analyzer to start the excitation. The micro-vibrator excites in the X / Y / Z directions on the four aluminum blocks in turn. The micro-vibrator collects the force signal during the excitation process and obtains the first excitation signal matrix F consisting of 12 force excitation signals. in , and transferred to the test computer.

[0065] Step 202: The controller receives a first response signal matrix of forces in three-dimensional directions collected by a plurality of force sensors.

[0066] In implementation, after the exciter excites the inner side of the rim in three-dimensional directions, the excitation force from the inner side of the rim will be transmitted to the bottom surface of the wheel, and the response force of the bottom surface of the wheel can be measured. Subsequently, the wheel force transmission rate is determined based on the response force and the excitation force. Therefore, a force sensor needs to be set on the bottom surface of the wheel. In order to simulate the actual vertical loading weight of the wheel, the tire is loaded by an elastic loading device, and the tire is vertically fixed above the force sensor mounting plate. The real vehicle loading simulation is realized by the elastic rope loading device, and the measured wheel force transmission rate is consistent with the real vehicle state, and the elastic rope can effectively avoid the transmission of force. Then, the force sensor for detecting the response force can be set below the force sensor plate. Among them, the force sensor mounting plate can be composed of two upper and lower steel plates, the lower plate is fixed to the ground, the upper plate is in contact with the wheel, and the force sensor is installed between the two plates. The controller receives the first response signal matrix of the force in the three-dimensional direction collected by multiple force sensors. Among them, the force sensor can be a three-way force sensor, or it can be 3 three-way force sensors, and the 3 three-way force sensors form a triangle position and are set between the two plates of the force sensor mounting plate. During the excitation process of the vibrator, the three-axis force sensor collects the force signal during the excitation process. The response signals F of the three force sensors in nine directions are out , and transfer it to the test computer.

[0067] Step 203, determining a first geometric information matrix of the exciter relative to the wheel core of the tire, and determining a second geometric information matrix of multiple force sensors relative to tread contact points, where the tread contact points are contact points between the tire and the force sensor mounting plate.

[0068] In practice, since it is not easy to measure the force at the wheel core and the tread contact point when calculating the wheel force transfer rate, the force on the inside of the rim and the response force measured by the force sensor below the tread contact point can be measured first, and then the force on the inside of the rim and the response force measured by the force sensor below the tread contact point can be converted using the geometric information matrix to obtain the force in the six degrees of freedom directions of the tread contact point and the wheel center point, thereby calculating the wheel force transfer rate from the tread contact point to the wheel center point. Then, it is necessary to first determine the first geometric information matrix of the exciter relative to the wheel core of the tire, and the second geometric information matrix of multiple force sensors relative to the tread contact point. The tread contact point is the contact point between the tire and the force sensor mounting plate. In this way, the geometric information matrix can be used for subsequent conversion to geometrically reduce the force signals of the force sensor and the micro-exciter to the force at the tread contact point and the wheel core origin, respectively, and the virtual measurement point conversion calculation can be used to obtain the wheel force transfer rate from the tread contact point to the wheel center point.

[0069] Specifically, the specific steps of executing the step of determining the first geometric information matrix of the vibration exciter relative to the wheel core of the tire are as follows:

[0070] Step 1: establish a first three-dimensional coordinate system with the wheel core as the origin, and obtain the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system.

[0071] In implementation, the geometric information matrix can use the position coordinate data to fit the force signal to the coordinate origin through the three-dimensional coordinate system. In this way, the force of the exciter can be converted to the force at the wheel core. Then it is necessary to first determine the first geometric information matrix of the exciter relative to the wheel core. The geometric information matrix converts force through position coordinates, so it is necessary to first establish a first three-dimensional coordinate system with the wheel core as the origin, and obtain the exciter coordinate data of the exciter relative to the first three-dimensional coordinate system.

[0072] Step 2: Determine a first geometric information matrix of the vibrator relative to the wheel core based on the vibrator coordinate data.

[0073] In implementation, after the coordinate data of the vibration exciter is determined, a first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the coordinate data of the vibration exciter.

[0074] Furthermore, the specific steps of executing the step of determining a second geometric information matrix of the plurality of force sensors relative to the tread contact points are as follows:

[0075] Step three: establish a second three-dimensional coordinate system with the tread contact point as the origin, and obtain multiple force sensor coordinate data of the multiple force sensors relative to the second three-dimensional coordinate system.

[0076] In implementation, the geometric information matrix can use the position coordinate data to fit the force signal to the coordinate origin through the three-dimensional coordinate system. In this way, the response force of the force sensor can be converted to the force of the tread contact point. Then it is necessary to first determine the second geometric information matrix of the force sensor relative to the tread contact point. The geometric information matrix converts the force through the position coordinates, so it is necessary to first establish a second three-dimensional coordinate system with the tread contact point as the origin, and obtain multiple force sensor coordinate data of multiple force sensors relative to the second three-dimensional coordinate system.

[0077] Step 4: Determine a second geometric information matrix of the plurality of force sensors relative to the tread contact points based on the plurality of force sensor coordinate data.

[0078] In implementation, after determining multiple force sensor coordinate data of the multiple force sensors relative to the second three-dimensional coordinate system, a second geometric information matrix of the multiple force sensors relative to the tread contact points may be determined based on the multiple force sensor coordinate data.

[0079] Step 204: determining the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix, and the second geometric information matrix.

[0080] In implementation, the first excitation signal matrix of the excitation force of the exciter is converted into the excitation signal matrix of the excitation force at the wheel core through the first geometric information matrix. The first response signal matrix of the response force measured by the force sensor below the tread contact point is converted into the response signal matrix of the response force of the tread contact point through the second geometric information matrix. The subsequent steps can determine the wheel force transmission rate of the tire according to the excitation signal matrix of the excitation force at the wheel core and the response signal matrix of the response force of the tread contact point. In this way, the wheel force transmission rate obtained by the test has a high correlation with the actual vehicle interior road noise. The wheel force transmission rate obtained by the test can be used to evaluate the vibration isolation characteristics of the wheel, and the wheel force transmission rate target value can be formulated according to the vehicle road noise target for wheel selection, etc. It can also be applied to the tire simulation model modeling in the vehicle road noise simulation. This method can be used to compare the NVH performance of the benchmark wheel and the wheel under development, which is of guiding significance for wheel development.

[0081] Specifically, the specific process of executing step 204 is as follows:

[0082] Step A: determining a second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix.

[0083] In implementation, the first excitation signal matrix is ​​coordinate transformed according to the first geometric information matrix, and the excitation force of the exciter is converted into the excitation force at the wheel core through the first geometric information matrix to obtain the second excitation signal matrix at the wheel core.

[0084] As an optional implementation, according to the first excitation signal matrix and the first geometric information matrix, the formula for determining the second excitation signal matrix at the wheel core is:

[0085] F in-vp =ψ f-in F in ;

[0086] Among them, F in-vp represents the second excitation signal matrix, ψ f-in represents the first geometric information matrix, F in represents the first excitation signal matrix.

[0087] Step B: determining a second response signal matrix of the tread contact point based on the first response signal matrix and the second geometric information matrix.

[0088] In implementation, the first response signal matrix is ​​coordinate transformed according to the second geometric information matrix, and the corresponding force of the force sensor is converted into the response force of the tread contact point through the second geometric information matrix to obtain the second response signal matrix of the tread contact point.

[0089] As an optional implementation, according to the first response signal matrix and the second geometric information matrix, the formula for determining the second response signal matrix of the tread contact point is:

[0090] F out =ψ f-out F out-vp ;

[0091] Among them, F out represents the first response signal matrix, ψ f-out represents the second geometric information matrix, F out-vp represents the second response signal matrix.

[0092] Step C, determining the wheel force transmission rate of the tire at the tread contact point to the wheel core based on the second excitation signal matrix and the second response signal matrix.

[0093] In implementation, a second excitation signal matrix at the wheel core and a second response signal matrix at the tread contact point are obtained, and the wheel force transmission rate after the force passes through the wheel can be determined based on the second excitation signal matrix and the second response signal matrix. The wheel force transmission rate is the attenuation rate after the force passes through the wheel.

[0094] As an optional implementation, according to the second excitation signal matrix and the second response signal matrix, the formula for determining the wheel force transmission rate of the tire at the tread contact point to the wheel core is:

[0095] F out-vp =H ref-vp F in-vp ;

[0096] Among them, F out-vp represents the second response signal matrix, H ref-vp Indicates the wheel force transmission rate, F in-vp represents the second excitation signal matrix.

[0097] Furthermore, in addition to directly determining the wheel force transmission rate of the tire at the tread contact point to the wheel core according to the second excitation signal matrix and the second response signal matrix, the formula can also be simplified. The specific process is as follows:

[0098] The first frequency response function matrix of the force sensor to the vibrator can be determined based on the first excitation signal matrix and the first response signal matrix. The formula for determining the first frequency response function matrix of the force sensor to the vibrator based on the first excitation signal matrix and the first response signal matrix is:

[0099] HF in =F out ;

[0100] Where H represents the first frequency response function matrix, F out represents the first response signal matrix, F in represents the first excitation signal matrix.

[0101] Then, F out-vp =H ref-vp F in-vp Multiply both sides by ψ f-out The second geometric information matrix, and F in-vp =ψ f-in F in Substituting into, we get ψ f-out F out-vp =ψ f-out H ref-vp ψ f-in F in =F out , and then HF in =F out Substituting in, we get H = ψ f-out H ref-vp ψ f-in , thus obtaining H ref-vp =ψ + f-out Hψ + f-in This gives the wheel force transmission rate H ref-vp .

[0102] In the prior art, when measuring the force transfer rate of the wheel, the wheel is suspended with an elastic rope, and acceleration sensors are installed at the tread and the center of the rim respectively. The reciprocity principle F2 / F1=a1 / a2 is used to test and calculate the force transfer rate from the tread to the center of the rim. This method has many problems. For example, when the wheel is in a suspended state, the measured tread vibration is not the actual contact point with the ground, and the measured wheel core vibration is not the actual wheel center, which leads to differences with the loading state of the actual vehicle. There is a big difference in the wheel force transfer rate in the suspended state and the loaded state. In addition, the hammering position of the center of the rim is not convenient for using a force hammer to strike, and it is difficult to ensure that the hammering direction is parallel to the vertical direction. It is difficult to ensure the consistency of the excitation size when using a manual force hammer to strike.

[0103] The embodiment of the present application provides a method for determining the force transfer rate of a wheel. By setting an elastic loading, the wheel is vertically loaded and fixed to simulate the loading of the actual vehicle state, which can effectively avoid the transmission of force. The exciter is used to excite the inner side of the rim, and the response force is obtained below the tread contact point. Then, using the geometric information matrix calculation, the force signals of the force sensor and the micro-exciter are geometrically reduced to the tread contact point and the wheel core origin, respectively, so as to obtain the wheel force transfer rate from the tread to the ground contact point (tread contact point) to the wheel center point (wheel core), which greatly improves the accuracy of the detected wheel force transfer rate.

[0104] It should be understood that although Figure 2 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figure 2 At least part of the steps may include multiple steps or multiple stages. These steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed in turn or alternately with other steps or at least part of the steps or stages in other steps.

[0105] It can be understood that the same / similar parts between the various embodiments of the above method in this specification can refer to each other, and each embodiment focuses on the differences from other embodiments. For related points, please refer to the description of other method embodiments.

[0106] The present application also provides a device for determining the wheel force transmission rate. Figure 3 As shown, the device comprises:

[0107] An excitation module 301 is used for the controller to control the exciter to excite the inner side of the rim in three-dimensional directions respectively, and collect a first excitation signal matrix of the exciter;

[0108] A receiving module 302, configured for the controller to receive a first response signal matrix of forces in three-dimensional directions collected by a plurality of force sensors;

[0109] A first determination module 303 is used to determine a first geometric information matrix of the vibration exciter relative to the wheel core of the tire, and to determine a second geometric information matrix of a plurality of the force sensors relative to tread contact points, wherein the tread contact points are contact points between the tire and the force sensor mounting plate;

[0110] The second determination module 304 is used to determine the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix.

[0111] As an optional implementation manner, the first determining module 303 is specifically configured to:

[0112] Establishing a first three-dimensional coordinate system with the wheel core as the origin, and acquiring the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system;

[0113] A first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the vibration exciter coordinate data.

[0114] As an optional implementation manner, the first determining module 303 is specifically configured to:

[0115] Establishing a second three-dimensional coordinate system with the tread contact point as the origin, and acquiring a plurality of force sensor coordinate data of the plurality of force sensors relative to the second three-dimensional coordinate system;

[0116] A second geometric information matrix of the plurality of force sensors relative to the tread contact points is determined based on the plurality of force sensor coordinate data.

[0117] As an optional implementation manner, the second determining module 304 is specifically configured to:

[0118] Determine a second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix;

[0119] Determining a second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix;

[0120] The wheel force transmission rate of the tire at the tread contact point to the wheel core is determined based on the second excitation signal matrix and the second response signal matrix.

[0121] The embodiment of the present application provides a device for determining the force transfer rate of a wheel. By setting an elastic loading, the wheel is loaded and fixed vertically to simulate the loading of a real vehicle, which can effectively avoid the transmission of force. The exciter is used to excite the inner side of the rim, and the response force is obtained below the tread contact point. Then, using the geometric information matrix calculation, the force signals of the force sensor and the micro-exciter are geometrically reduced to the tread contact point and the wheel core origin, respectively, so as to obtain the wheel force transfer rate from the tread to the ground contact point (tread contact point) to the wheel center point (wheel core), which greatly improves the accuracy of the detected wheel force transfer rate.

[0122] The specific definition of the device for determining the wheel force transfer rate can be found in the definition of the method for determining the wheel force transfer rate in the above text, and will not be repeated here. Each module in the above-mentioned device for determining the wheel force transfer rate can be implemented in whole or in part by software, hardware, and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0123] In one embodiment, a computer device is provided, such as Figure 4As shown, it includes a memory and a processor, the memory stores a computer program that can be run on the processor, and the processor implements the above-mentioned method steps for determining the wheel force transmission rate when executing the computer program.

[0124] In one embodiment, a computer readable storage medium stores a computer program, which implements the steps of the above method for determining wheel force transmission rate when executed by a processor.

[0125] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0126] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such 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 including 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, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0127] It should also be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for display, data for analysis, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0128] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0129] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0130] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A method for determining wheel force transmission rate, characterized in that: The method is applied to a system for determining a wheel force transmission rate, the system comprising a controller, a vibration exciter, a plurality of force sensors, an elastic loading device, a force sensor mounting plate and a tire; the vibration exciter is mounted on the inner side of the rim of the tire, the tire is loaded by the elastic loading device and the tire is vertically fixed above the force sensor mounting plate, a plurality of the force sensors are arranged below the force sensor mounting plate, and the controller is respectively connected to the vibration exciter and the plurality of the force sensors; the method comprises: The controller controls the vibration exciter to excite the inner side of the rim in three-dimensional directions respectively, and collects a first excitation signal matrix of the vibration exciter; The controller receives a first response signal matrix of forces in three-dimensional directions collected by the plurality of force sensors; Determine a first geometric information matrix of the vibration exciter relative to the wheel core of the tire, and determine a second geometric information matrix of a plurality of the force sensors relative to tread contact points, wherein the tread contact points are contact points between the tire and the force sensor mounting plate; The wheel force transmission rate of the tire is determined according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix.

2. The method according to claim 1, characterized in that The determining of a first geometric information matrix of the vibration exciter relative to the wheel core of the tire comprises: Establishing a first three-dimensional coordinate system with the wheel core as the origin, and acquiring the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system; A first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the vibration exciter coordinate data.

3. The method according to claim 1, characterized in that: The determining of a second geometric information matrix of a plurality of contact points of the force sensors relative to the tread comprises: Establishing a second three-dimensional coordinate system with the tread contact point as the origin, and acquiring a plurality of force sensor coordinate data of the plurality of force sensors relative to the second three-dimensional coordinate system; A second geometric information matrix of the plurality of force sensors relative to the tread contact points is determined based on the plurality of force sensor coordinate data.

4. The method according to claim 1, characterized in that: Determining the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix, and the second geometric information matrix includes: Determine a second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix; Determining a second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix; The wheel force transmission rate of the tire at the tread contact point to the wheel core is determined based on the second excitation signal matrix and the second response signal matrix.

5. The method according to claim 4, characterized in that The formula for determining the second excitation signal matrix at the wheel core according to the first excitation signal matrix and the first geometric information matrix is: F in-vp =ψ f-in F in ; Among them, F in-vp represents the second excitation signal matrix, ψ f-in represents the first geometric information matrix, F in represents the first excitation signal matrix.

6. The method according to claim 4, characterized in that The formula for determining the second response signal matrix of the tread contact point according to the first response signal matrix and the second geometric information matrix is: F out =ψ f-out F out-vp ; Among them, F out represents the first response signal matrix, ψ f-out represents the second geometric information matrix, F out-vp represents the second response signal matrix.

7. The method according to claim 4, characterized in that The formula for determining the wheel force transmission rate of the tire at the tread contact point to the wheel core according to the second excitation signal matrix and the second response signal matrix is: F out-vp =H ref-vp F in-vp ; Among them, F out-vp represents the second response signal matrix, H ref-vp Indicates the wheel force transmission rate, F in-vp represents the second excitation signal matrix.

8. A device for determining wheel force transmission rate, characterized in that The device is applied to a system for determining a wheel force transmission rate, the system comprising a controller, an exciter, a plurality of force sensors, an elastic loading device, a force sensor mounting plate and a tire; the exciter is mounted on the inner side of the rim of the tire, the tire is loaded by the elastic loading device and the tire is vertically fixed above the force sensor mounting plate, a plurality of the force sensors are arranged below the force sensor mounting plate, and the controller is respectively connected to the exciter and the plurality of the force sensors; the device comprises: An excitation module, used for the controller to control the exciter to excite the inner side of the rim in three-dimensional directions respectively, and to collect a first excitation signal matrix of the exciter; A receiving module, used for the controller to receive a first response signal matrix of forces in three-dimensional directions collected by a plurality of force sensors; a first determination module, configured to determine a first geometric information matrix of the vibration exciter relative to the wheel core of the tire, and to determine a second geometric information matrix of a plurality of the force sensors relative to the tread contact points, wherein the tread contact points are contact points between the tire and the force sensor mounting plate; The second determination module is used to determine the wheel force transmission rate of the tire according to the first excitation signal matrix, the first response signal matrix, the first geometric information matrix and the second geometric information matrix.

9. The device according to claim 8, characterized in that The first determining module is specifically configured to: Establishing a first three-dimensional coordinate system with the wheel core as the origin, and acquiring the vibration exciter coordinate data of the vibration exciter relative to the first three-dimensional coordinate system; A first geometric information matrix of the vibration exciter relative to the wheel core is determined according to the vibration exciter coordinate data.

10. The device according to claim 8, characterized in that The first determining module is specifically configured to: Establishing a second three-dimensional coordinate system with the tread contact point as the origin, and acquiring a plurality of force sensor coordinate data of the plurality of force sensors relative to the second three-dimensional coordinate system; A second geometric information matrix of the plurality of force sensors relative to the tread contact points is determined based on the plurality of force sensor coordinate data.

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