Control method and system for NVH test, storage medium and electronic equipment

Abstract

The embodiment of the invention provides a test system applied to an NVH (Noise Vibration and Harshness) test. Wherein the upper computer is used for determining the input voltage of the magnetic powder brake and adjusting the input voltage of the magnetic powder brake according to actual steering information and target steering information; the tested SWA is used for executing simulation steering operation; and the magnetic powder brake is used for simulating the resistance received by the tested SWA in the steering process and monitoring the actual steering information of the tested SWA in the process of executing the simulated steering operation according to the input voltage in the process of executing the simulated steering operation by the tested SWA. Through the application, the magnetic powder brake is adopted to simulate the steering resistance under different driving behaviors and road conditions, the technical problem that the NVH test result is distorted due to the fact that no actual load is used as the support of the test working condition in the prior art is solved, and it is guaranteed that the test result can more truly reflect the NVH performance of the SWA under the actual use condition.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of NVH testing, and in particular, to a control method, system, storage medium, and electronic device for NVH testing. Background Art

[0002] At the current stage of integration of electric vehicles and intelligent driving technology, automotive electronic and electrical equipment are undergoing new forms and new application environments with each passing day, and the original mechanical structures of automotive parts are gradually being transformed into electric structures.

[0003] Specifically, taking automotive parts such as wire-controlled steer as an example, it replaces the traditional steering of body parts consisting of universal joints, universal rods and worm gears. It is composed of a motor and a control unit. In simple terms, when driving a motor vehicle, the driver performs flexible steering according to the actual conditions of the driving road. Originally, steering was performed through a universal joint with a certain transmission ratio. Through the rotation of the steering wheel, the universal joint is driven to transmit the steering input to the electronic power booster EPS to amplify the torque and then steer. However, the current SWA (Steer-by-Wire Actuator) is a small transmission shaft directly connected to the steering wheel. When the driver intends to turn, the driver's instructions and intentions are obtained through the angle and torque sensors, and the direction, acceleration and force of the driver's steering wheel rotation are analyzed and collected, and converted into steering linear velocity, angular velocity and steering torque. After calculation and logic processing by the ECU (Electronic Control Unit), it is transmitted to the RWA (Road Wheel Actuator) through the vehicle-mounted CAN (Controller Area Network) network. The RWA drives its own mechanical steering structure to output steering action and drive the vehicle to turn. At the same time, the RWA transmits the data to the SWA, and the SWA performs road sense feedback through information processing, that is, reverse action with the steering wheel, giving the driver a certain reverse steering torque, prompting the driver to perceive the relationship between the vehicle speed and the resistance of the steering wheel, or the steering wheel slightly shakes, prompting the driver to perceive the bumpy relationship between the vehicle and the roughness of the road surface, or the direction automatically reverses, prompting the driver to perceive the return relationship after the vehicle turns, etc.

[0004] During the traditional NVH (Noise, Vibration, and Harshness) test, the test is carried out directly in the NVH soundproofing room. The steering wheel is turned at a specific position in the soundproofing room. When steering, the tester or test driver is responsible for steering. The NVH testing equipment measures and evaluates the noise, vibration and harshness. This process has the damping force feedback of the EPS-driven tire on the ground, which can make the EPS steering gear have load feedback. Different from the light feeling of driving the steering wheel when the tire leaves the ground, it can more accurately and practically measure the NVH data of the EPS steering system.

[0005] At present, SWA only focuses on the upper steering work and execution in the cab, and the lower steering RWA is only connected by the vehicle CAN network for data signals, without actual mechanical structure connection. In addition, because RWA and SWA are developed and manufactured by different parts manufacturers in most cases, there is no technical support from RWA when testing SWA, and SWA cannot obtain RWA data during the test, resulting in no actual load as the support of the test condition during the NVH test, which distorts the NVH test results. Summary of the invention

[0006] The embodiments of the present application provide a control method, system, storage medium and electronic device for NVH testing, so as to at least solve the technical problem in the related art that there is no actual load as the support of the test condition, resulting in distorted NVH test results.

[0007] According to one aspect of an embodiment of the present application, a control method for NVH test is provided, which is applied to a control system for NVH test, wherein the control system comprises a silencing chamber, a host computer, a SWA under test, a magnetic powder brake and a group of data collectors, wherein the magnetic powder brake, the SWA under test and the group of data collectors are placed in the silencing chamber, the host computer is electrically connected to the magnetic powder brake and the SWA under test respectively, the magnetic powder brake is connected to the SWA under test, and the group of data collectors is used to collect NVH test data; the method comprises:

[0008] Obtaining an NVH test instruction, wherein the NVH test instruction is used to perform an NVH test on a set of driving information under specified road surface information and specified steering information;

[0009] In response to the acquired NVH test instruction, sequentially taking each driving information in the set of driving information as current driving information to perform the following test operations to obtain NVH test data corresponding to each driving information;

[0010] Determining an expected output voltage of the magnetic powder brake according to the designated road surface information and the current driving information, wherein the expected output voltage corresponds to an expected resistance experienced by the SWA under test during a steering process;

[0011] Controlling the SWA under test to perform a simulated steering operation according to the designated road surface information and the current driving information;

[0012] Using the expected output voltage as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the process of the SWA under test performing the simulated steering operation, and adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold;

[0013] Acquire the NVH test data collected by the group of data collectors to obtain NVH test data corresponding to the current driving information.

[0014] According to another aspect of the embodiment of the present application, a control system for NVH test is provided, characterized in that the control system includes a silencing chamber, a host computer, a SWA under test, a magnetic powder brake and a group of data collectors, the magnetic powder brake, the SWA under test and the group of data collectors are placed in the silencing chamber, the host computer is electrically connected to the magnetic powder brake and the SWA under test respectively, the magnetic powder brake is connected to the SWA under test, and the group of data collectors is used to collect NVH test data; wherein,

[0015] The host computer is used to obtain NVH test instructions, wherein the NVH test instructions are used to perform NVH tests on a group of driving information under specified road surface information and specified steering information; in response to the obtained NVH test instructions, each driving information in the group of driving information is sequentially used as current driving information to perform the following test operations to obtain NVH test data corresponding to each driving information; based on the specified road surface information and the current driving information, an expected output voltage of the magnetic powder brake is determined, wherein the expected output voltage corresponds to the expected resistance encountered by the tested SWA during the steering process; based on the specified road surface information The method comprises the steps of: controlling the SWA under test to perform a simulated steering operation based on the expected output voltage and the current driving information; controlling the magnetic powder brake to provide a steering resistance for the SWA under test during the SWA under test performing the simulated steering operation by taking the expected output voltage as the input voltage of the magnetic powder brake, and adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold; acquiring the NVH test data collected by the set of data collectors to obtain the NVH test data corresponding to the current driving information;

[0016] The SWA under test is used to respond to the control of the host computer and perform the simulated steering operation according to the specified road surface information and the current driving information;

[0017] The magnetic powder brake is used to respond to the control of the host computer and provide steering resistance for the SWA under test during the process in which the SWA under test performs the simulated steering operation according to taking the expected output voltage as the input voltage of the magnetic powder brake.

[0018] According to another aspect of the embodiments of the present application, a computer-readable storage medium is provided, in which a computer program is stored. When the computer program is executed by a processor, the steps in any one of the above method embodiments are implemented.

[0019] According to another aspect of the embodiments of the present application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps in any one of the above method embodiments when executing the computer program.

[0020] According to another aspect of the embodiments of the present application, a computer program product or a computer program is also provided, the computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device performs the steps in any of the above method embodiments.

[0021] Through the present application, in response to the acquired NVH test instruction, each driving information in a set of driving information is sequentially used as the current driving information to execute, according to the specified road surface information and the current driving information, the expected output voltage of the magnetic powder brake is determined, the expected output voltage is used as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the simulated steering operation of the SWA under test, and based on the actual output voltage of the magnetic powder brake, the input voltage of the magnetic powder brake is adjusted until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to the specified voltage difference threshold, thereby obtaining a set of NVH test data collected by the data collector, and obtaining NVH test data corresponding to the current driving information. Compared with the related art that does not have an actual load as the support of the test condition, the present application adopts a magnetic powder brake, dynamically adjusts the input voltage of the magnetic powder brake according to the expected output voltage, ensures that the steering resistance provided by the magnetic powder brake is consistent with the expected value, improves the NVH performance simulation accuracy of the SWA during the simulated steering operation, and thus guarantees the accuracy and reliability of the NVH test to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a flow chart of an optional control method for NVH test according to an embodiment of the present application;

[0023] Figure 2 is a flow chart of another optional control method for NVH test according to an embodiment of the present application;

[0024] Figure 3 is a structural block diagram of an optional control system for NVH testing according to an embodiment of the present application;

[0025] Figure 4 It is a block diagram of a computer system structure of an optional electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0026] The embodiments of the present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence.

[0028] According to one aspect of an embodiment of the present application, a control method for NVH test is provided, and a control system for NVH test is provided, wherein the control system includes a anechoic chamber, a host computer, a SWA under test, a magnetic powder brake, and a group of data collectors, wherein a magnetic powder brake, a SWA under test, and a group of data collectors are placed in the anechoic chamber, the host computer is electrically connected to the magnetic powder brake and the SWA under test, respectively, the magnetic powder brake is connected to the SWA under test, and a group of data collectors is used to collect NVH test data; Figure 1 is a flow chart of an optional control method for NVH test according to an embodiment of the present application, such as Figure 1 As shown, the process includes the following steps:

[0029] Step S102, obtaining NVH test instructions, wherein the NVH test instructions are used to perform NVH tests on a set of driving information under specified road surface information and specified steering information.

[0030] It should be noted that NVH testing is a comprehensive test method for the noise, vibration and harshness generated by vehicles under various operating conditions. These tests are essential for evaluating the comfort and performance of vehicles, especially during the development phase, to ensure that the vehicle is designed to meet specific NVH standards and enhance the driving and riding experience.

[0031] The host computer is the control and data processing center in the test system, responsible for generating and sending control signals, receiving feedback data, and performing data analysis. In this application, the host computer is not placed in the anechoic chamber, but can generally be placed in the control room. When it is necessary to perform NVH tests on the SWA under test, the host computer receives the test outline or NVH test instructions set by the engineer. The NVH test instructions include a set of driving information, specified road surface information, and specified steering information.

[0032] Among them, each driving information in a set of driving information refers to the vehicle driving condition parameters preset in the NVH test, which is intended to simulate a specific driving scenario. Each driving information includes but is not limited to driving mode (such as economic mode, sports mode), vehicle speed, engine speed, drive mode (such as four-wheel drive / two-wheel drive), steering operation instructions, throttle position, braking force, etc. Driving information can be used to guide the tested SWA to simulate driving behavior, so as to evaluate the NVH performance of the tested SWA in the vehicle under these conditions. In specific practice, according to the current driving information, the basic information of the steering vehicle chassis control domain where the current tested SWA is located can be configured and simulated, such as driving sports mode, four-wheel drive / two-wheel drive mode, engine gear, vehicle speed value, brake control logic, etc. These basic information are directly related to the internal logic of the SWA steering adjustment. For example, when the driving mode is stopped or idle, the SWA is not working; the four-wheel drive / two-wheel drive mode can clarify whether the SWA steering has a rear-wheel drive steering demand; the engine gear can clarify whether the SWA is in a steering ready state. If it is in the P gear or N gear state, the SWA is in a standby state without output. The vehicle speed value is similar to the gear position information, and the brake control logic is used to determine whether the SWA is in a braking deceleration state. It should be noted that when the driving information indicates that the SWA is not in an operating state, the NVH test is terminated.

[0033] The specified road surface information is the road condition parameters simulated in the NVH test, which are used to reflect the driving experience of the vehicle on different road surfaces. The specified road surface information includes road surface flatness, road surface roughness, and road surface elevation inclination. The setting of the specified road surface information helps the test system simulate the NVH response of the vehicle under complex road conditions. The specified steering information is the steering operation parameters preset in the test, including the expected steering angle, steering speed, steering torque, etc., which are used to guide the target behavior of the SWA under test when simulating steering operations. Specifically, the driving information includes steering information corresponding to the specified steering information.

[0034] An anechoic chamber is an enclosed space designed to reduce sound reflections and the influence of external noise, and is used for noise collection in NVH tests. The anechoic chamber provides a low-noise environment through sound-absorbing materials, sound-isolating structures and silencing technology to ensure the accuracy and repeatability of NVH test data. In this embodiment, a magnetic powder brake, a SWA under test, and a set of data collectors are placed in the anechoic chamber to isolate external interference and focus on the collection and analysis of internal NVH signals. The floor of the anechoic chamber can be provided with rubber sleepers, and the SWA under test and the magnetic powder brake are placed on the rubber sleepers through a supporting structure, and the supporting structure of the SWA under test and the supporting structure of the magnetic powder brake are connected by a co-frequency resonance rod.

[0035] In specific practice, the host computer can be located in the NVH anechoic room or outside the anechoic room, such as the control room. If the host computer is located in the anechoic room, the hard disk of the host computer must use a PC version of the SSD solid state drive. In this application, there can be one or more host computers. When there are multiple host computers, a time synchronizer can be used to establish clock synchronization between multiple host computers.

[0036] Among them, the rubber sleeper is made of a material with high elasticity, good sound absorption and shock absorption performance, the purpose of which is to form an isolation layer between the SWA and magnetic powder brake under test and the ground, reducing the vibration transmission and noise reflection caused by direct contact. The SWA and magnetic powder brake under test are placed on the rubber sleeper through a supporting structure. At the bottom of the supporting structure, a plurality of point-distributed rubber pads can be provided. These rubber pads are in direct contact with the rubber sleeper to ensure the stable support of the equipment. At the same time, the shock absorption and sound insulation characteristics of rubber are used to effectively isolate the vibration and noise during the operation of the equipment. The same frequency resonance rod is a mechanical connector, one end of which is connected to the output shaft of the SWA and the other end is connected to the input shaft of the magnetic powder brake. This connection method enables the magnetic powder brake to provide real-time resistance simulation according to the steering action of the SWA, while ensuring that the force and vibration transmission between the two are carried out at the same frequency, avoiding unnecessary resonance interference. Optionally, the same frequency resonance rod is made of a rigid material, generally carbon steel, which has the advantages of high hardness, uniformity, and high vibration frequency transmission characteristics.

[0037] The magnetic powder brake can be a controllable magnetic powder brake, which is a device that uses a magnetic field to control the braking torque. The SWA under test is a wire-controlled steer system that controls the steering of the vehicle through electronic signals rather than traditional mechanical connections. A set of data collectors may include at least one noise collector and at least one vibration collector. The noise collector is used to measure the noise level generated during the vehicle steering operation. It can be a microphone array that can capture noise signals of different frequencies, or a broadband noise sensor for comprehensive monitoring of the noise environment in the NVH room. The vibration collector is used to record the vibration characteristics generated when the vehicle is turning. This can be multiple vibration sensors (such as accelerometers, vibration displacement sensors), which are installed in key locations such as SWA, steering shaft, frame, etc. to monitor the vibration frequency, amplitude and phase of different parts.

[0038] Step S104, in response to the acquired NVH test instruction, each driving information in a set of driving information is sequentially used as current driving information to perform the following test operations to obtain NVH test data corresponding to each driving information.

[0039] It should be noted that after obtaining the NVH test instruction, the host computer parses the NVH test instruction to obtain a set of driving information, designated road information and designated steering information, so as to sequentially perform the test operation on each driving information in the set of driving information as the current driving information, thereby obtaining the NVH test data corresponding to each driving information through a set of data collectors. Among them, the NVH test data may include noise level, vibration frequency, amplitude, etc.

[0040] Optionally, the test operation may be a test operation in response to an NVH test instruction, for performing a steering operation on the SWA under test based on the NVH test instruction, so as to obtain the noise, vibration and acoustic roughness generated by the SWA under test under various operations, thereby evaluating the performance of the SWA under test based on the NVH test data corresponding to each driving information obtained in the test operation.

[0041] Step S106, determining the expected output voltage of the magnetic powder brake according to the designated road surface information and the current driving information, wherein the expected output voltage corresponds to the expected resistance encountered by the SWA under test during the steering process.

[0042] The expected output voltage of the magnetic powder brake corresponds to the expected resistance encountered by the SWA under test during the steering process.

[0043] Specifically, based on the specified road surface information and the specified steering information, the expected output voltage of the magnetic powder brake is calculated to simulate the expected resistance that the SWA will encounter during the actual steering process.

[0044] Step S108, controlling the SWA under test to perform a simulated steering operation according to the designated road surface information and the current driving information.

[0045] It should be noted that the SWA under test includes an ECU, a motor, and a drive shaft. The host computer sends the specified road surface information and the current driving information to the SWA under test. The ECU in the SWA under test parses the steering requirements corresponding to the specified road surface information and the current driving information, and then generates corresponding motor control signals according to the steering requirements to control the motor and the drive shaft to perform simulated steering operations. After receiving the instructions from the ECU, the motor outputs torque to drive the steering shaft to achieve a predetermined steering angle and speed to adapt to different driving and road conditions and ensure the accuracy and stability of the steering operation.

[0046] The simulated steering operation process is to evaluate the vehicle NVH performance, such as steering noise, vibration and acoustic roughness, by simulating the steering action in the actual driving experience, including the road resistance encountered during steering, the vehicle dynamic response, etc. Through this simulation, the NVH characteristics of the tested SWA of the vehicle under different driving and road conditions can be obtained, providing a basis for subsequent design optimization and verification.

[0047] Step S110, using the expected output voltage as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the process of the SWA under test performing a simulated steering operation, and adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to the specified voltage difference threshold.

[0048] It should be noted that the magnetic powder brake can be mechanically connected to the SWA under test, thereby providing resistance to the SWA under test to simulate the resistance received by the SWA under test during the steering process. Optionally, the magnetic powder brake also has a built-in magnetic powder hysteresis, which is characterized by that after power is turned on, the magnetic powder has a certain resistance, which is proportional to the voltage passed, linear and uniformly damped, so that by dynamically adjusting the magnetic powder distribution and friction state inside it, it can simulate the internal resistance and road resistance of the steering system, and provide a resistance environment close to the real one for the SWA under test when performing simulated steering operations, so that the NVH test system can more comprehensively and finely evaluate the NVH performance of the vehicle under different driving and road conditions. The magnetic powder brake can be mechanically connected to the coaxial coupling of the SWA under test. The coupling allows torque transmission between the two shafts, and can adapt to small axial and radial offsets, ensuring the stability and reliability of the connection. In the test, the magnetic powder brake simulates different road resistances by changing the strength of the internal magnetic field. This resistance will be directly transmitted to the drive shaft of the SWA through the coupling, affecting its steering process.

[0049] The resistance simulated by the magnetic powder brake can include the internal resistance of the steering system when turning based on the current driving information and the simulated road resistance. The internal resistance of the steering system when turning based on the current driving information mainly comes from the friction and damping effect of the steering system itself during the steering operation, including but not limited to the friction between the motor, gears, couplings and other components. During the simulated steering operation, after the SWA under test receives the current driving information, the magnetic powder brake can simulate the resistance encountered by the steering system under different driving modes, vehicle speeds and other conditions by adjusting the input voltage. Road resistance is the friction generated by the tire contacting the road surface under different road conditions during the vehicle's driving. In the NVH test, the magnetic powder brake can also adjust the resistance it provides according to the specified road information to simulate the external resistance encountered by the vehicle when turning under various road conditions (such as slippery, potholes, roughness, tilt, etc.). This simulation helps to evaluate the NVH performance of the vehicle's steering operation under complex road conditions, including noise, vibration and ride comfort.

[0050] Exemplarily, when the magnetic powder brake provides steering resistance for the SWA under test during the simulated steering operation of the SWA under test, the magnetic powder brake provides corresponding resistance according to the input voltage, and the host computer monitors the actual output voltage of the magnetic powder brake and adjusts the input voltage until the voltage difference between the actual output and the expected output is less than the specified voltage difference threshold. Optionally, the specified voltage difference threshold can be set based on the empirical value obtained from the test, and generally takes a smaller value.

[0051] Step S112, acquiring a set of NVH test data collected by a data collector to obtain NVH test data corresponding to the current driving information.

[0052] It should be noted that a set of data collectors may include vibration sensors, noise sensors, etc. The noise sensor can be used to collect noise signals from the anechoic chamber, especially those related to the operation of the SWA under test. It can capture the noise generated by the operation of the SWA motor, gear meshing, etc., so as to evaluate the noise level and noise characteristics of the SWA, which is a direct measure of the noise aspect of NVH performance.

[0053] The vibration collector can be directly installed on the SWA under test to collect vibration data when the SWA performs steering operations. It can capture the vibration characteristics of components such as steering shafts, motors, gearboxes, etc., including vibration frequency, amplitude, vibration mode, etc.

[0054] In specific practice, the data processing and analysis functions of the host computer are used to compare the test results with the preset NVH performance standards. The preset NVH performance standards here are based on the NVH design goals of the vehicle under different working conditions, usually including indicators such as noise level, vibration frequency and amplitude, and roughness evaluation. The NVH test results of SWA did not meet the expected standards, which shows that under the current setting conditions, the NVH performance of SWA is insufficient. Possible reasons include design defects, manufacturing quality problems, improper control strategies, etc.

[0055] Through the embodiment of the present application, in response to the acquired NVH test instruction, each driving information in a set of driving information is sequentially used as the current driving information to execute the expected output voltage of the magnetic powder brake according to the specified road surface information and the current driving information, and the expected output voltage is used as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the simulated steering operation of the SWA under test, and based on the actual output voltage of the magnetic powder brake, the input voltage of the magnetic powder brake is adjusted until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to the specified voltage difference threshold, thereby obtaining a set of NVH test data collected by the data collector, and obtaining NVH test data corresponding to the current driving information. Compared with the related art that does not have an actual load as a support for the test condition, the present application adopts a magnetic powder brake, dynamically adjusts the input voltage of the magnetic powder brake according to the expected output voltage, ensures that the steering resistance provided by the magnetic powder brake is consistent with the expected value, improves the NVH performance simulation accuracy of the SWA during the simulated steering operation, and thus guarantees the accuracy and reliability of the NVH test to a certain extent. Furthermore, in the present application, a series of NVH tests under driving information are automatically performed to improve test efficiency and reduce errors caused by manual intervention.

[0056] In an exemplary embodiment, step S106 includes: inputting current driving information into a preset driving resistance model to obtain a first resistance output by the preset driving resistance model, wherein the preset driving resistance model is used to predict the theoretical steering resistance provided by the driver in response to different driving information; inputting specified road surface information into a preset road surface resistance model to obtain a second resistance output by the preset road surface resistance model, wherein the preset road surface resistance model is used to predict the theoretical resistance of the road surface to the wheel under different road surface information; summing the first resistance and the second resistance to obtain the required resistance; and determining the expected output voltage of the magnetic powder brake based on the required resistance.

[0057] It should be noted that the preset driving resistance model is used to predict the theoretical steering resistance provided by the driver in response to different current driving information, which may include driving mode, vehicle speed, four-wheel drive / two-wheel drive mode, engine gear, steering information, etc. The preset driving resistance model can be based on the dynamic response of the vehicle under different driving conditions, such as the stiffness and damping of the steering system and the driver's reaction time, so as to accurately predict the theoretical resistance required by the steering system under different driving modes.

[0058] The preset road resistance model is used to predict the theoretical resistance of the road surface to the wheel under different road surface information (such as road surface type, road surface flatness, road surface elevation angle, etc.). The preset road resistance model takes into account the physical characteristics of the tire-ground contact, such as friction coefficient, tire compression and recovery process, and the dynamic response of the vehicle under specific road conditions. Through this model, the theoretical resistance of the wheel under different road conditions such as slippery, potholes, rough or inclined can be predicted.

[0059] Exemplarily, the host computer inputs the current driving information into the preset driving resistance model to obtain the first resistance output by the preset driving resistance model, inputs the specified road surface information into the preset road surface resistance model to obtain the second resistance output by the preset road surface resistance model, and sums the first resistance and the second resistance to obtain the required resistance; and determines the expected output voltage of the magnetic powder brake according to the required resistance. The first resistance is the theoretical steering resistance provided in response to the current driving information, and the second resistance is the theoretical resistance for the wheel under the specified road surface information.

[0060] Optionally, the first resistance and the second resistance are added (or summed by other mathematical operations according to specific circumstances) to obtain the required resistance of the steering system under the current test conditions. The required resistance is the resistance value that the magnetic powder brake needs to provide to simulate the real steering resistance feeling and road resistance.

[0061] After determining the expected output voltage of the magnetic powder brake, the upper computer uses the expected output voltage of the magnetic powder brake as the input voltage of the magnetic powder brake, and sends a control signal for the input voltage to the magnetic powder brake. After receiving the control signal for the input voltage, the magnetic powder brake adjusts the distribution state of its internal magnetic powder according to the input voltage to change the resistance or torque provided. Optionally, the magnetic powder brake continuously monitors the actual output resistance to convert the actual output resistance into the actual output voltage, which is then fed back to the upper computer. The upper computer adjusts the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to the specified voltage difference threshold.

[0062] Through this embodiment, the theoretical steering resistance generated by the driver's response to different driving information and the theoretical resistance of the road surface to the wheel under different road conditions can be predicted, and these theoretical resistances can be converted into input voltages for the magnetic powder brake, thereby achieving precise resistance control of the SWA under simulated driving and road conditions and enhancing the simulation degree of the NVH test.

[0063] In an exemplary embodiment, determining the expected output voltage of the magnetic powder brake according to the required resistance includes:

[0064] The required resistance is calculated using the relationship between the preset voltage and the resistance to obtain the expected output voltage of the magnetic powder brake; or, the required resistance is used to find the required voltage corresponding to the required resistance in the voltage resistance preset table, and the required voltage is used as the expected output voltage of the magnetic powder brake, wherein the voltage resistance preset table is used to record the resistance that the magnetic powder brake can generate under different theoretical input voltages.

[0065] The voltage resistance preset table includes a record of the specific resistance values ​​that the magnetic powder brake can generate under different input voltages. The voltage resistance preset table is the key to the control of the magnetic powder brake, which enables the host computer to accurately adjust the input voltage of the magnetic powder brake according to the preset resistance requirements, thereby controlling the magnetic powder brake to provide accurate resistance values. Optionally, according to the required resistance, the voltage resistance preset table is searched. If there is no directly matching voltage value in the voltage resistance preset table, the host computer may need to use linear interpolation to estimate the voltage value closest to the required resistance.

[0066] Optionally, the process of generating the voltage-resistance preset table is as follows: under laboratory conditions, a series of input voltage experiments are conducted on the magnetic powder brake, and the resistance or torque generated by the brake at each voltage is measured and recorded, and data analysis is performed to determine the functional relationship between voltage and resistance, and based on the voltage-resistance functional relationship, a preset table corresponding to voltage and resistance is established, i.e., a voltage-resistance preset table. The table may include multiple voltage-resistance pairs, covering the working range of the magnetic powder brake.

[0067] Through preliminary testing and data collection, a mathematical relationship between the voltage of the magnetic powder brake and the resistance generated is established. This relationship may be a complex nonlinear equation, taking into account the influence of multiple factors such as current, magnetic field strength, and the physical properties of magnetic powder. Before performing the NVH test, the theoretical resistance that the vehicle needs to overcome when turning, that is, the required resistance, is calculated based on the road surface information and steering information defined in the test outline. Substitute the calculated required resistance value into the preset voltage and resistance relationship to obtain the expected output voltage value that the magnetic powder brake should be set to.

[0068] Optionally, the relationship between the preset voltage and the resistance can be adjusted for different magnetic powder brakes or vehicle models, thereby improving the flexibility and applicability of the test system.

[0069] Through this embodiment, by accurately calculating the relationship between the preset voltage and resistance, it is possible to ensure that the magnetic powder brake provides a resistance that matches the theoretical requirements in the test, thereby improving the accuracy of the NVH test; the voltage-resistance preset table ensures the correspondence between the output voltage of the magnetic powder brake and the actual resistance, thereby improving the reliability of the data and the credibility of the test results.

[0070] In an exemplary embodiment, the magnetic powder brake is provided with a Hall resistance sensor, which is used to detect the actual resistance generated according to the input voltage of the magnetic powder brake and convert the actual resistance into the actual output voltage of the magnetic powder brake.

[0071] Based on the actual output voltage of the magnetic powder brake, the input voltage of the magnetic powder brake is adjusted, including:

[0072] Based on the difference between the actual output voltage and the expected output voltage, increase or decrease the input voltage of the magnetic powder brake.

[0073] It should be noted that a Hall resistance sensor is integrated inside the magnetic powder brake, and the Hall resistance sensor can sense the magnetic field changes of the magnetic powder inside the magnetic powder brake, and then detect the actual resistance provided by the magnetic powder brake, thereby converting the detected actual resistance information into an actual output voltage value corresponding to the actual resistance through the Hall effect principle of magnetic field-voltage conversion. Optionally, the process of the Hall resistance sensor converting the actual resistance into the corresponding actual output voltage value can include pre-processing steps such as signal amplification and filtering to ensure the accuracy and stability of the voltage signal.

[0074] After receiving the actual output voltage sent by the magnetic powder brake and the expected output voltage calculated in advance or obtained by table lookup, the host computer calculates the difference between the actual output voltage and the expected output voltage, and adjusts the input voltage of the magnetic powder brake in real time according to the difference between the actual output voltage and the expected output voltage through a PID (proportional-integral-differential) control algorithm or other closed-loop control strategy, so that the actual output voltage is as close to the expected output voltage as possible. Optionally, the adjustment strategy may include increasing or decreasing the input voltage until the voltage difference is within the allowable threshold range.

[0075] Specifically, when the actual output voltage of the magnetic powder brake is lower than the expected output voltage, it indicates that the resistance currently provided by the magnetic powder brake is less than the required resistance set in the experiment. At this time, in order to increase the output resistance of the magnetic powder brake and make it closer to the expected value, it is necessary to increase the input voltage of the magnetic powder brake, thereby increasing the viscosity and friction of the magnetic powder inside the magnetic powder brake, and finally increasing the output resistance of the brake.

[0076] On the contrary, when the actual output voltage of the magnetic powder brake is higher than the expected output voltage, it means that the resistance provided by the magnetic powder brake is greater than the current test requirements. In order to reduce the output resistance of the magnetic powder brake, it is necessary to reduce the input voltage of the magnetic powder brake, reduce the magnetic field strength, reduce the viscosity and friction of the magnetic powder, and thus reduce the output resistance of the brake to make it closer to the expected value.

[0077] The specific adjustment strategy can be implemented through the PID control algorithm. The PID algorithm dynamically calculates the adjustment amount of the input voltage based on the difference (error) between the actual output voltage and the expected output voltage, as well as the rate of change (differential term) and cumulative value (integral term) of the error. This closed-loop control strategy can continuously monitor and adjust the input voltage of the magnetic powder brake until the difference between the actual output voltage and the expected output voltage meets the preset threshold requirement, thereby achieving high precision and stability in the resistance control of the tested SWA simulated steering operation.

[0078] Through this embodiment, the real-time detection and feedback of the Hall resistance sensor and the closed-loop control strategy are used to achieve precise control of the output resistance of the magnetic powder brake, significantly improving the control accuracy and response speed. In addition, by precisely controlling the output resistance of the magnetic powder brake, the NVH performance of the SWA under different driving and road conditions can be accurately evaluated.

[0079] In an exemplary embodiment, the SWA under test is provided with a preset driving scenario model, wherein the preset driving scenario model is used to predict the steering demand of the SWA under test under different road surface information and driving information;

[0080] Step S108 includes:

[0081] The designated road surface information and the current driving information are used as inputs of a preset driving scenario model in the SWA under test to obtain a steering demand, so as to control the SWA under test to perform a simulated steering operation according to the steering demand.

[0082] Exemplarily, the SWA under test includes an ECU, a motor and a drive shaft. The magnetic powder brake can be mechanically connected to the drive shaft (output shaft) of the SWA through a coaxial coupling. A preset driving scenario model is set in the ECU. In the case of the current driving information (such as driving mode, vehicle speed, engine gear, etc.) and the specified road surface information (such as road surface type, road condition, inclination, etc.) received by the SWA under test, the ECU in the SWA under test parses the current driving information and the specified road surface information, and inputs the current driving information and the specified road surface information into the preset driving scenario model to predict the corresponding steering demand, so that the ECU generates a corresponding motor control signal according to the steering demand to control the motor and the drive shaft to perform a simulated steering operation. After the motor receives the instruction from the ECU, it outputs torque to drive the steering shaft to achieve a predetermined steering angle and speed to adapt to different driving and road conditions and ensure the accuracy and stability of the steering operation. Among them, the preset driving scenario model is used to predict the steering demand of the SWA under test under different road surface information and driving information. The steering demand may include steering angle, steering speed and steering torque, etc.

[0083] It should be noted that the preset driving scenario model can be generated based on a large amount of actual driving data. Specifically, the performance data of SWA is collected from a variety of driving scenarios, including but not limited to steering angle, steering torque, vehicle speed, engine status, driving mode, braking status, road surface type, road surface roughness, road surface slipperiness, etc. The collected data is preprocessed, including data cleaning, missing value processing, outlier detection, etc., to ensure the quality of the data. Key features related to steering demand prediction, such as vehicle speed, engine speed, road surface type, etc., are extracted as input parameters of the model. A suitable machine learning algorithm or physics-based model is selected to construct a preset driving scenario model. Common algorithms include but are not limited to support vector machines (SVM), decision trees, random forests, neural networks, or physics-based dynamic models. Using the data processed by feature engineering, the steering demand (steering angle, steering torque) is used as the target output of the model for model training. The data set is divided into a training set and a test set, and the model is trained using the training set data, and the generalization ability of the model is verified by the test set data. The parameters of the model are optimized through cross-validation, grid search and other methods to improve the prediction accuracy. Adjust feature selection, learning rate, regularization terms, etc. to ensure the stability of the model when predicting steering needs.

[0084] Through this embodiment, the SWA can adapt to various driving and road conditions by presetting the driving scenario model, predict the steering demand according to different input parameters, improve the flexibility and comprehensiveness of the NVH test, and ensure that a wide range of driving conditions can be covered. In addition, by simulating the steering operation of the SWA under different driving scenarios, its NVH performance can be comprehensively evaluated, potential performance bottlenecks or optimization points can be identified, and data support can be provided for the design improvement of the SWA.

[0085] In an exemplary embodiment, after acquiring a set of NVH test data collected by a data collector, the method further includes:

[0086] The current driving information is updated according to the specified step length, and the test operation is performed using the updated driving information as the new current driving information.

[0087] Specifically, current driving information refers to the vehicle driving status information recorded by the test system at a certain point in time, including but not limited to vehicle speed, engine speed, drive mode (two-wheel drive and four-wheel drive), braking status, driving mode (such as economy, sports, comfort mode), steering information, etc. This information reflects the real-time operating status of the test vehicle in the NVH test.

[0088] Exemplarily, the current driving information is updated according to the specified step size, and the updated driving information is used as the new current driving information to perform the test operation. The specified step size refers to updating the current driving information or data point interval during the test. It determines the sampling frequency of the test data and the update frequency of the test operation, which has an important impact on the accuracy and efficiency of the test. The specified step size can be an update based on a specific data point or event. After the detection and execution of the steering operation of the current driving information, each type of information in the current driving information can be updated according to the specified step size. It should be noted that when the specified steering information remains unchanged, the steering information in the corresponding driving information remains unchanged. Similarly, when the steering information in the current driving information changes, the corresponding specified steering information will also change accordingly. The specific changes can refer to the pre-set test outline.

[0089] Through this embodiment, by updating driving information (such as vehicle speed, road conditions, etc.) in real time, dynamic changes in the driving process, such as acceleration, deceleration, bumps, etc., can be simulated more accurately, thereby providing an NVH test environment that is closer to actual driving conditions.

[0090] In an exemplary embodiment, after adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold, the method further includes:

[0091] Acquiring actual steering information of the SWA under test, wherein the actual steering information is detected by the magnetic powder brake when the SWA under test performs a simulated steering operation;

[0092] When the difference between the actual steering information and the designated steering information is greater than or equal to the designated difference threshold, the input voltage of the magnetic powder brake is adjusted so that the difference between the actual steering information and the designated steering information of the measured SWA is less than the designated difference threshold.

[0093] The actual steering information refers to the steering angle, steering speed, steering torque and other data actually generated by the SWA under test when performing the simulated steering operation. This information is collected by the speed sensor in the magnetic powder brake and fed back to the host computer for comparison and adjustment to ensure that the steering operation is consistent with the preset specified steering information.

[0094] Exemplarily, the host computer compares the actual steering information with the specified steering information, calculates the deviation between the two, and adjusts the input voltage of the magnetic powder brake based on the deviation between the two to optimize the steering behavior of the SWA under test. Optionally, multiple deviations between the actual steering behavior and the specified steering behavior are calculated based on the actual steering information and the specified steering information, such as angle deviation, speed deviation, and torque deviation. Usually, a closed-loop control algorithm is used, such as proportional integral derivative (PID control). The PID control algorithm dynamically adjusts the input voltage of the magnetic powder brake through three control parameters: proportional, integral, and derivative, to reduce the deviation between the actual steering information and the specified steering information.

[0095] It should be noted that when it is detected that the difference between the actual steering information of the SWA under test and the specified steering information is less than the specified difference threshold, the current driving information is immediately updated; or, when the number of times the input voltage of the magnetic powder brake is adjusted based on the deviation between the two is greater than the set threshold, the current driving information is updated to carry out the NVH test of the next driving information as soon as possible.

[0096] Through this embodiment, by real-time monitoring and controlling the input voltage of the magnetic powder brake, it is ensured that the SWA under test can accurately perform the predetermined steering action. This not only improves the steering accuracy of the SWA, but also ensures the accuracy of the steering simulation in the NVH test, making the test results more reliable.

[0097] In order to better understand the control process for NVH testing, an example is used to illustrate: Figure 2 is a flow chart of another optional control method for NVH test according to an embodiment of the present application, such as Figure 2 As shown, the following steps may be included:

[0098] Step S201, obtaining NVH test instructions;

[0099] Among them, the NVH test instruction is used to perform NVH test on a set of driving information under specified road surface information and specified steering information.

[0100] Step S202, determining the expected output voltage of the magnetic powder brake according to the specified road surface information and the current driving information;

[0101] Specifically, the current driving information is input into a preset driving resistance model to obtain a first resistance output by the preset driving resistance model, wherein the preset driving resistance model is used to predict the theoretical steering resistance provided by the driver in response to different driving information; the specified road surface information is input into the preset road surface resistance model to obtain a second resistance output by the preset road surface resistance model, wherein the preset road surface resistance model is used to predict the theoretical resistance of the road surface to the wheel under different road surface information; the first resistance and the second resistance are summed to obtain the required resistance; the required resistance is calculated using the relationship between the preset voltage and the resistance to obtain the expected output voltage of the magnetic powder brake; or, the required resistance is used to find the required voltage corresponding to the required resistance in the voltage resistance preset table, and the required voltage is used as the expected output voltage of the magnetic powder brake, wherein the voltage resistance preset table is used to record the resistance that the magnetic powder brake can generate under different theoretical input voltages.

[0102] Step S203, according to the designated road surface information and the current driving information, the SWA under test is controlled to perform a simulated steering operation, and the expected output voltage is used as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the process of the SWA under test performing the simulated steering operation.

[0103] Specifically, the designated road surface information and the current driving information are used as inputs of a preset driving scenario model in the SWA under test to obtain a steering demand, so as to control the SWA under test to perform a simulated steering operation according to the steering demand.

[0104] Step S204, obtaining the actual input voltage of the magnetic powder brake;

[0105] Specifically, a Hall resistance sensor is integrated inside the magnetic powder brake. The Hall resistance sensor can sense the changes in the magnetic field of the magnetic powder inside the magnetic powder brake, and then detect the actual resistance provided by the magnetic powder brake. The actual resistance information detected is converted into an actual output voltage value corresponding to the actual resistance size through the Hall effect principle of magnetic field-voltage conversion.

[0106] Step S205 , determining whether the voltage difference between the actual output voltage and the expected output voltage of the magnetic powder brake is less than or equal to a specified voltage difference threshold.

[0107] Specifically, when it is determined that the voltage difference between the actual output voltage and the expected output voltage of the magnetic powder brake is less than or equal to the specified voltage difference threshold, jump to step S207; when it is determined that the voltage difference between the actual output voltage and the expected output voltage of the magnetic powder brake is greater than the specified voltage difference threshold, jump to step S206;

[0108] Step S206, adjusting the input voltage of the magnetic powder brake;

[0109] Step S207, determining whether the difference between the actual turning information and the specified turning information is greater than or equal to a specified difference threshold;

[0110] Specifically, when the difference value between the actual steering information and the designated steering information is greater than or equal to the designated difference threshold, jump to step S208; when the difference value between the actual steering information and the designated steering information is less than the designated difference threshold, jump to step S209.

[0111] Step S208, adjusting the input voltage of the magnetic powder brake so that the difference between the actual steering information of the SWA under test and the designated steering information is smaller than a designated difference threshold.

[0112] Step S209, current driving information is updated;

[0113] Specifically, the current driving information is updated according to a specified step length, and the test operation is performed using the updated driving information as new current driving information.

[0114] Step S210, determining whether the NVH test is completed;

[0115] Specifically, when there is data in the current driving information that is greater than the corresponding preset threshold, it is determined that the NVH test is ended; if it is not ended, jump to step S202.

[0116] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0117] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods of each embodiment of the present application.

[0118] According to another aspect of the embodiments of the present application, a control system for NVH testing is also provided, which is used to implement the control method for NVH testing provided in the above embodiments, and will not be repeated hereafter. As used below, the term "module" may be a combination of software and / or hardware that implements a predetermined function. Although the systems described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and conceivable.

[0119] Figure 3 3 is a structural block diagram of an optional control system for NVH test according to an embodiment of the present application, the control system includes a silencing chamber 302, a host computer 304, a SWA 306 to be tested, a magnetic powder brake 308 and a group of data collectors 310, a magnetic powder brake 308, a SWA 306 to be tested and a group of data collectors 310 are placed in the silencing chamber 302, the host computer 304 is electrically connected to the magnetic powder brake 308 and the SWA 306 to be tested, respectively, the magnetic powder brake 308 is connected to the SWA 306 to be tested, and a group of data collectors 310 is used to collect NVH test data; Figure 3 As shown, the system may include:

[0120] The host computer 304 is used to obtain NVH test instructions, wherein the NVH test instructions are used to perform NVH tests on a set of driving information under specified road surface information and specified steering information; in response to the obtained NVH test instructions, each driving information in a set of driving information is used as the current driving information to perform the following test operations in turn to obtain NVH test data corresponding to each driving information; according to the specified road surface information and the current driving information, the expected output voltage of the magnetic powder brake 308 is determined, wherein the expected output voltage corresponds to the expected resistance encountered by the tested SWA306 during the steering process ... information, controlling the SWA 306 under test to perform a simulated steering operation; using the expected output voltage as the input voltage of the magnetic powder brake 308 to control the magnetic powder brake 308 to provide steering resistance for the SWA 306 under test during the process of the SWA 306 under test performing the simulated steering operation, and adjusting the input voltage of the magnetic powder brake 308 based on the actual output voltage of the magnetic powder brake 308 until the voltage difference between the actual output voltage of the magnetic powder brake 308 and the expected output voltage is less than or equal to a specified voltage difference threshold; acquiring a set of NVH test data collected by the data collector 310 to obtain NVH test data corresponding to the current driving information;

[0121] The SWA 306 under test is used to respond to the control of the host computer 304 and perform a simulated steering operation according to the specified road surface information and the current driving information;

[0122] The magnetic powder brake 308 is used to respond to the control of the host computer 304 and provide steering resistance for the SWA 306 under test when the SWA 306 under test performs a simulated steering operation according to the expected output voltage as the input voltage of the magnetic powder brake 308 .

[0123] In an exemplary embodiment, the host computer 304 is used to input current driving information into a preset driving resistance model to obtain a first resistance output by the preset driving resistance model, wherein the preset driving resistance model is used to predict the theoretical steering resistance provided by the driver in response to different driving information; input specified road surface information into the preset road surface resistance model to obtain a second resistance output by the preset road surface resistance model, wherein the preset road surface resistance model is used to predict the theoretical resistance of the road surface to the wheel under different road surface information; sum the first resistance and the second resistance to obtain the required resistance; and determine the expected output voltage of the magnetic powder brake 308 based on the required resistance.

[0124] In an exemplary embodiment, the host computer 304 is used to calculate the required resistance using the relationship between the preset voltage and the resistance to obtain the expected output voltage of the magnetic powder brake 308; or,

[0125] Use the required resistance to find the required voltage corresponding to the required resistance in the voltage resistance preset table, and use the required voltage as the expected output voltage of the magnetic powder brake 308, wherein the voltage resistance preset table is used to record the resistance that the magnetic powder brake 308 can generate under different theoretical input voltages.

[0126] In an exemplary embodiment, the magnetic powder brake 308 is provided with a Hall resistance sensor, which is used to detect the actual resistance generated according to the input voltage of the magnetic powder brake 308 and convert the actual resistance into the actual output voltage of the magnetic powder brake 308; the upper computer 304 is used to increase or decrease the input voltage of the magnetic powder brake 308 based on the difference between the actual output voltage and the expected output voltage.

[0127] In an exemplary embodiment, the SWA 306 under test is used to use the designated road surface information and the current driving information as inputs of a preset driving scenario model in the SWA 306 under test to obtain a steering demand, so as to control the SWA 306 under test to perform a simulated steering operation according to the steering demand.

[0128] In an exemplary embodiment, after acquiring a set of NVH test data collected by the data collector 310, the host computer 304 is further used to update the current driving information according to a specified step size, and perform a test operation using the updated driving information as new current driving information.

[0129] In an exemplary embodiment, after adjusting the input voltage of the magnetic powder brake 308 based on the actual output voltage of the magnetic powder brake 308 until the voltage difference between the actual output voltage of the magnetic powder brake 308 and the expected output voltage is less than or equal to the specified voltage difference threshold, the upper computer 304 is further used to: obtain actual steering information of the SWA 306 under test, wherein the actual steering information is detected by the magnetic powder brake 308 when the SWA 306 under test performs a simulated steering operation; and when the difference between the actual steering information and the specified steering information is greater than or equal to the specified difference threshold, adjust the input voltage of the magnetic powder brake 308 so that the difference between the actual steering information and the specified steering information of the SWA 306 under test is less than the specified difference threshold.

[0130] It should be noted that the above modules can be implemented by software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0131] According to another aspect of the embodiments of the present application, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein the program executes the steps of any of the above method embodiments when it is run.

[0132] In an exemplary embodiment, the computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, a ROM, a RAM, a mobile hard disk, a magnetic disk, or an optical disk.

[0133] According to another aspect of the embodiments of the present application, an electronic device is also provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor is configured to execute the steps in any of the above method embodiments through the computer program. In an exemplary embodiment, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0134] For specific examples in this embodiment, reference may be made to the examples described in the above embodiments and exemplary implementation modes, and this embodiment will not be described in detail herein.

[0135] According to another aspect of the embodiment of the present application, a computer program product is also provided, which includes a computer program / instruction, and the computer program / instruction contains a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. When the computer program is executed by the central processing unit 401, various functions provided by the embodiment of the present application are executed. The above-mentioned serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0136] Figure 4 is a block diagram of a computer system structure of an optional electronic device according to an embodiment of the present application. Figure 4 As shown, the computer system 400 includes a CPU (Central Processing Unit) 401, which can perform various appropriate actions and processes according to the program stored in the ROM 402 or the program loaded from the storage part 408 to the RAM 403. Various programs and data required for system operation are also stored in the random access memory 403. The central processing unit 401, the read-only memory 402 and the random access memory 403 are connected to each other through a bus 404. An I / O (Input / Output) interface 405 is also connected to the bus 404.

[0137] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a CRT (Cathode RayTube), an LCD (Liquid Crystal Display), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the input / output interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed so that a computer program read therefrom is installed into the storage section 408 as needed.

[0138] In particular, according to an embodiment of the present application, the process described in each method flow chart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer readable medium, and the computer program contains a program code for executing the method shown in the flow chart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. When the computer program is executed by the central processor 401, various functions defined in the system of the present application are executed.

[0139] It should be noted that Figure 4 The computer system 400 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0140] Obviously, those skilled in the art should understand that the above modules or steps of the present application can be implemented by a general computing device, they can be concentrated on a single computing device, or distributed on a network composed of multiple computing devices, they can be implemented by a program code executable by a computing device, so that they can be stored in a storage device and executed by the computing device, and in some cases, the steps shown or described can be executed in a different order from that herein, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. Thus, the present application is not limited to any specific combination of hardware and software.

[0141] The above are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A control method for NVH test, characterized in that: A control system applied to NVH test, the control system comprising a silencing chamber, a host computer, a SWA under test, a magnetic powder brake and a group of data collectors, the magnetic powder brake, the SWA under test and the group of data collectors are placed in the silencing chamber, the host computer is electrically connected to the magnetic powder brake and the SWA under test respectively, the magnetic powder brake is connected to the SWA under test, and the group of data collectors is used to collect NVH test data; the method comprises: Obtaining an NVH test instruction, wherein the NVH test instruction is used to perform an NVH test on a set of driving information under specified road surface information and specified steering information; In response to the acquired NVH test instruction, sequentially taking each driving information in the set of driving information as current driving information to perform the following test operations to obtain NVH test data corresponding to each driving information; Determining an expected output voltage of the magnetic powder brake according to the designated road surface information and the current driving information, wherein the expected output voltage corresponds to an expected resistance experienced by the SWA under test during a steering process; Controlling the SWA under test to perform a simulated steering operation according to the designated road surface information and the current driving information; Using the expected output voltage as the input voltage of the magnetic powder brake to control the magnetic powder brake to provide steering resistance for the SWA under test during the process of the SWA under test performing the simulated steering operation, and adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold; Acquire the NVH test data collected by the group of data collectors to obtain NVH test data corresponding to the current driving information.

2. The method according to claim 1, characterized in that The step of determining the expected output voltage of the magnetic powder brake according to the designated road surface information and the current driving information includes: Inputting the current driving information into a preset driving resistance model to obtain a first resistance output by the preset driving resistance model, wherein the preset driving resistance model is used to predict a theoretical steering resistance provided by the driver in response to different driving information; Inputting the specified road surface information into a preset road surface resistance model to obtain a second resistance output by the preset road surface resistance model, wherein the preset road surface resistance model is used to predict theoretical resistance of the road surface to the wheel under different road surface information; The first resistance and the second resistance are summed to obtain the required resistance; According to the required resistance, an expected output voltage of the magnetic powder brake is determined.

3. The method according to claim 2, characterized in that The step of determining the expected output voltage of the magnetic powder brake according to the required resistance includes: The required resistance is calculated using the relationship between the preset voltage and the resistance to obtain the expected output voltage of the magnetic powder brake; or, Using the required resistance, the required voltage corresponding to the required resistance in the voltage resistance preset table is searched, and the required voltage is used as the expected output voltage of the magnetic powder brake, wherein the voltage resistance preset table is used to record the resistance that can be generated by the magnetic powder brake under different theoretical input voltages.

4. The method according to claim 3, characterized in that The magnetic powder brake is provided with a Hall resistance sensor, which is used to detect the actual resistance generated according to the input voltage of the magnetic powder brake and convert the actual resistance into the actual output voltage of the magnetic powder brake; The step of adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake comprises: Based on the difference between the actual output voltage and the expected output voltage, the input voltage of the magnetic powder brake is increased or decreased.

5. The method according to claim 1, characterized in that The SWA under test is provided with a preset driving scenario model, wherein the preset driving scenario model is used to predict the steering demand of the SWA under test under different road surface information and driving information; The step of controlling the SWA under test to perform a simulated steering operation according to the designated road surface information and the current driving information includes: The designated road surface information and the current driving information are used as inputs of the preset driving scenario model in the SWA under test to obtain a steering demand, so as to control the SWA under test to perform the simulated steering operation according to the steering demand.

6. The method according to claim 1, characterized in that After acquiring the NVH test data collected by the group of data collectors, the method further includes: The current driving information is updated according to a specified step length, and the test operation is performed using the updated driving information as new current driving information.

7. The method according to claim 1, characterized in that After adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold, the method further includes: Acquiring actual steering information of the SWA under test, wherein the actual steering information is detected by the magnetic powder brake when the SWA under test performs a simulated steering operation; When the difference between the actual steering information and the designated steering information is greater than or equal to a designated difference threshold, the input voltage of the magnetic powder brake is adjusted so that the difference between the actual steering information of the SWA under test and the designated steering information is less than the designated difference threshold.

8. A control system for NVH testing, characterized in that: The control system includes a silencing chamber, a host computer, a SWA under test, a magnetic powder brake and a group of data collectors. The magnetic powder brake, the SWA under test and the group of data collectors are placed in the silencing chamber. The host computer is electrically connected to the magnetic powder brake and the SWA under test respectively. The magnetic powder brake is connected to the SWA under test. The group of data collectors is used to collect NVH test data; wherein, The host computer is used to obtain NVH test instructions, wherein the NVH test instructions are used to perform NVH tests on a group of driving information under specified road surface information and specified steering information; in response to the obtained NVH test instructions, each driving information in the group of driving information is sequentially used as current driving information to perform the following test operations to obtain NVH test data corresponding to each driving information; based on the specified road surface information and the current driving information, an expected output voltage of the magnetic powder brake is determined, wherein the expected output voltage corresponds to the expected resistance encountered by the tested SWA during the steering process; based on the specified road surface information The method comprises the steps of: controlling the SWA under test to perform a simulated steering operation based on the expected output voltage and the current driving information; controlling the magnetic powder brake to provide a steering resistance for the SWA under test during the SWA under test performing the simulated steering operation by taking the expected output voltage as the input voltage of the magnetic powder brake, and adjusting the input voltage of the magnetic powder brake based on the actual output voltage of the magnetic powder brake until the voltage difference between the actual output voltage of the magnetic powder brake and the expected output voltage is less than or equal to a specified voltage difference threshold; acquiring the NVH test data collected by the set of data collectors to obtain the NVH test data corresponding to the current driving information; The SWA under test is used to respond to the control of the host computer and perform the simulated steering operation according to the specified road surface information and the current driving information; The magnetic powder brake is used to respond to the control of the host computer and provide steering resistance for the SWA under test during the process in which the SWA under test performs the simulated steering operation according to taking the expected output voltage as the input voltage of the magnetic powder brake.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, wherein the computer program implements the steps of the method according to any one of claims 1 to 7 when executed by a processor.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

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