Whole vehicle wheel coupling rack load spectrum compilation method and device and electronic equipment
By directly obtaining the whole wheel coupling test load spectrum from the test excitation end, the problems of lag and high cost caused by load signal iteration in the prior art are solved, and early durability verification and cost reduction are achieved.
Patent Information
- Application Number
- CN202511015506.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-23
- Publication Date
- 2025-11-21
AI Technical Summary
In existing technologies, whole-wheel coupled bench durability testing requires starting from the vehicle response end to obtain load signals and then iteratively obtaining bench drive signals, which leads to delays in verification work and high R&D and time costs.
By acquiring road sample data that meets the preset test conditions, a road model is established and converted into road elevation difference. The road shape is obtained based on the road elevation difference and vehicle parameters. The whole wheel coupled test bench load spectrum is directly compiled based on the road shape and vehicle parameters. The load spectrum is obtained from the test bench excitation end, eliminating the need for data acquisition and whole vehicle dynamics modeling.
Obtaining the vehicle durability load spectrum through a virtual road surface model in the early stages of vehicle development greatly reduces testing costs and time, and improves verification efficiency.
Smart Images
Figure CN120995582A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of durability analysis technology for motor vehicles, and in particular to a method, apparatus and electronic equipment for compiling a whole-wheel coupled test bench load spectrum. Background Technology
[0002] The whole wheel coupling test bench is mainly used for indoor road simulation tests. Its main purpose is to verify the durability performance of vehicles and is an effective means to detect problems early and improve product quality.
[0003] In related technologies, the wheel-coupled bench vehicle durability test process requires two approaches: First, real-vehicle data acquisition: Data is first collected from the vehicle at the test track, and the collected response signals are used as targets to iteratively obtain the bench drive signals. However, data acquisition is greatly affected by factors such as personnel, weather, and vehicle condition, and the collected vehicles must be mature vehicles that have been developed and are road-ready. Second, virtual load extraction: The real-vehicle acquired signals are used as boundary conditions to correct the vehicle model, ensuring that the simulation accuracy of the vehicle CAE model is within an acceptable range.
[0004] In summary, both methods start from the vehicle response end, obtain load signals, and then iterate them to obtain bench drive signals. Both methods, to varying degrees, cause the final verification work to lag behind in the vehicle development process and increase the cost and time of the R&D process, which needs to be improved. Summary of the Invention
[0005] This application provides a method, apparatus, and electronic device for compiling a load spectrum of a whole wheel coupled test bench, in order to solve the technical problem in related technologies that it is necessary to obtain load signals from the vehicle response end and obtain test bench drive signals through iteration, which makes the verification work relatively lagging in the vehicle development process and increases the cost and time of the R&D process.
[0006] The first aspect of this application provides a method for compiling a whole-wheel coupled bench load spectrum, comprising the following steps: acquiring road surface sample data that meets preset test conditions, and establishing a corresponding road surface model using the road surface sample data; converting the road surface model into a road surface elevation difference, and obtaining a road shape that meets preset validity conditions based on the road surface elevation difference and the wheel parameters of the target vehicle; and obtaining a whole-wheel coupled bench load spectrum based on the road shape and the vehicle type parameters of the target vehicle.
[0007] Optionally, in one embodiment of this application, obtaining road surface sample data that meets preset test conditions includes: obtaining the road surface type of the target test field; if the road surface type is a regular road surface type, measuring three-dimensional discrete points of the road surface from the road surface design parameters of the target test field as the road surface sample data; if the road surface type is a random road surface type, using a test vehicle to collect road surface point cloud data of the target test field, and performing grid processing on the road surface point cloud data to obtain the road surface sample data.
[0008] Optionally, in one embodiment of this application, the expression for the road shape is:
[0009] in, For the road shape, This is the actual vertical height of wheel center A. Let A be the initial vertical height of the wheel center. The free radius of the tire's rolling motion. This is the vertical height of the actual contact point between the tire and the road surface. X The horizontal distance the tire rolls. x This is the horizontal distance between the actual contact point between the tire and the road surface and the wheel center.
[0010] Optionally, in one embodiment of this application, obtaining the whole wheel coupled bench load spectrum based on the road shape and the vehicle type parameters of the target vehicle includes: converting the road shape into a time function to obtain the single-wheel load spectrum of any wheel of the target vehicle; using the vehicle type parameters to obtain the coherence function relationship between the any wheel and each of the other wheels; and obtaining the whole wheel coupled bench load spectrum based on the coherence function relationship and the single-wheel load spectrum.
[0011] Optionally, in one embodiment of this application, obtaining the whole wheel coupling test bench load spectrum based on the coherence function relationship and the single-wheel load spectrum includes: when the single-wheel load spectrum of any wheel is the left single-wheel load spectrum, obtaining the right load spectrum based on the coherence function relationship between the left single-wheel load spectrum and the load spectra of the left and right sides in the coherence function relationship; and when the single-wheel load spectrum of any wheel is the front axle load spectrum, obtaining the rear axle load spectrum based on the coherence function relationship between the front and rear wheel load spectra of the coherence function relationship.
[0012] Optionally, in one embodiment of this application, the expression for the coherence function relationship between the load spectra on the left and right sides is:
[0013] Where B is the wheelbase of the vehicle. For the fitting function, The coherence coefficient between the right-side load spectrum and the left-side load spectrum is... It is the angular frequency. This refers to the vehicle's driving speed.
[0014] The expression for the coherence function relationship between the front and rear wheel load spectra is:
[0015] in, for, for, t For time, This represents the phase difference between the front and rear axles.
[0016] A second aspect of this application provides an apparatus for compiling a whole-wheel coupled test bench load spectrum, comprising: an acquisition module for acquiring road surface sample data that meets preset test conditions and establishing a corresponding road surface model using the road surface sample data; a conversion module for converting the road surface model into a road surface elevation difference and obtaining a road shape that meets preset validity conditions based on the road surface elevation difference and the wheel parameters of the target vehicle; and a calculation module for obtaining a whole-wheel coupled test bench load spectrum based on the road shape and the vehicle type parameters of the target vehicle.
[0017] Optionally, in one embodiment of this application, the acquisition module includes: an acquisition unit for acquiring the road surface type of the target test field; a measurement unit for measuring three-dimensional discrete points of the road surface from the road surface design parameters of the target test field as the road surface sample data when the road surface type is a regular road surface type; and a collection unit for collecting road surface point cloud data of the target test field using a test vehicle when the road surface type is a random road surface type, and performing grid processing on the road surface point cloud data to obtain the road surface sample data.
[0018] Optionally, in one embodiment of this application, the expression for the road shape is:
[0019] in, For the road shape, This is the actual vertical height of wheel center A. Let A be the initial vertical height of the wheel center. The free radius of the tire's rolling motion. This is the vertical height of the actual contact point between the tire and the road surface. X The horizontal distance the tire rolls. x This is the horizontal distance between the actual contact point between the tire and the road surface and the wheel center.
[0020] Optionally, in one embodiment of this application, the calculation module includes: a conversion unit for converting the road shape into a time function to obtain the single-wheel load spectrum of any wheel of the target vehicle; a first calculation unit for using the vehicle model parameters to obtain the coherence function relationship between any wheel and each of the other wheels; and a second calculation unit for obtaining the whole wheel coupling test load spectrum based on the coherence function relationship and the single-wheel load spectrum.
[0021] Optionally, in one embodiment of this application, the second calculation unit includes: a first calculation subunit, used to obtain a right-side load spectrum based on the coherence function relationship between the left-side single-wheel load spectrum and the load spectra of the left and right sides in the coherence function relationship when the single-wheel load spectrum of any wheel is a left-side single-wheel load spectrum; and a second calculation subunit, used to obtain a rear-axle load spectrum based on the coherence function relationship between the front-axle load spectrum and the load spectra of the front and rear wheels in the coherence function relationship when the single-wheel load spectrum of any wheel is a front-axle load spectrum.
[0022] Optionally, in one embodiment of this application, the expression for the coherence function relationship between the load spectra on the left and right sides is:
[0023] Where B is the wheelbase of the vehicle. For the fitting function, The coherence coefficient between the right-side load spectrum and the left-side load spectrum is... It is the angular frequency. This refers to the vehicle's driving speed.
[0024] The expression for the coherence function relationship between the front and rear wheel load spectra is:
[0025] in, for, for, t For time, This represents the phase difference between the front and rear axles.
[0026] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for compiling the whole wheel coupling test bench load spectrum as described in the above embodiments.
[0027] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to execute the whole-wheel coupling test bench load spectrum compilation method as described in the above embodiments.
[0028] A fifth aspect of this application provides a computer program product, including a computer program, which, when executed, is used to implement the above-described method for compiling the whole-wheel coupling test bench load spectrum.
[0029] This application embodiment can establish a corresponding road surface model based on road surface sample data that meets preset test conditions. The road surface model is converted into road surface elevation difference, and a road shape that meets preset validity conditions is obtained based on the road surface elevation difference and the wheel parameters of the target vehicle. The whole-vehicle wheel-coupled test bench load spectrum is obtained based on the road shape and the vehicle model parameters of the target vehicle. According to the characteristics of the wheel-coupled test bench, the displacement drive of the test bench, i.e., the vehicle load spectrum, is directly obtained from the excitation end of the test bench based on the reinforced road surface model. This eliminates the need for data acquisition and whole-vehicle dynamics modeling for the wheel-coupled whole-vehicle test bench. The whole-vehicle durability load spectrum can be obtained through a virtual road surface model in the early stages of development, which greatly reduces test costs and time costs and improves verification efficiency. Thus, it solves the technical problem in related technologies that require obtaining load signals from the vehicle response end and obtaining test bench drive signals through iteration, which makes the verification work relatively lagging in the vehicle development process and increases the cost and time of the R&D process.
[0030] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0031] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for compiling a whole-wheel coupling test bench load spectrum according to an embodiment of this application; Figure 2 This is a simplified mathematical model diagram of a tire traveling on a road surface according to an embodiment of this application; Figure 3 This is a flowchart of a method for compiling a whole-wheel coupling test bench load spectrum according to an embodiment of this application; Figure 4 This is a schematic diagram of a device for compiling a load spectrum of a whole wheel coupling test bench according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation
[0032] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.
[0033] The following describes, with reference to the accompanying drawings, a method, apparatus, and electronic device for compiling a whole-wheel coupled test bench load spectrum according to embodiments of this application. Addressing the technical problems mentioned in the background art, which require obtaining load signals from the vehicle response end and iteratively obtaining test bench drive signals, resulting in delayed verification work during vehicle development and high R&D costs and time, this application provides a method for compiling a whole-wheel coupled test bench load spectrum. In this method, a corresponding road surface model can be established based on road surface sample data that meets preset test conditions. The road surface model is converted into a road surface elevation difference, and a road shape that meets preset validity conditions is obtained based on the road surface elevation difference and the wheel parameters of the target vehicle. The whole-wheel coupled test bench load spectrum is then obtained based on the road shape and the vehicle model parameters. Due to the characteristics of the wheel-coupled test bench, the displacement drive of the test bench, i.e., the vehicle load spectrum, is directly obtained from the excitation end of the test bench based on the reinforced road surface model. This eliminates the need for data acquisition and whole-vehicle dynamics modeling for the wheel-coupled whole-vehicle test bench, enabling the whole-vehicle durability load spectrum to be obtained through a virtual road surface model in the early stages of development, greatly reducing testing costs and time, and improving verification efficiency. This solves the technical problem in related technologies that require obtaining load signals from the vehicle response end and iteratively obtaining bench drive signals, which makes the verification work relatively lagging in the vehicle development process and results in high R&D costs and time.
[0034] Specifically, Figure 1 This is a flowchart illustrating a method for compiling a load spectrum of a whole wheel coupling test bench, as provided in an embodiment of this application.
[0035] like Figure 1 As shown, the method for compiling the load spectrum of the whole wheel coupling test bench includes the following steps: In step S101, road surface sample data that meets the preset test conditions are obtained, and the corresponding road surface model is established using the road surface sample data.
[0036] It is understandable that the whole-wheel coupled bench load spectrum compilation can be used to simulate the operating state of a vehicle under actual road conditions in order to test the vehicle's durability, strength and performance. In order to increase the realism of the simulation and the validity of the data, the embodiments of this application can first perform data acquisition, that is, obtain road surface sample data that meets the preset test conditions, and then establish a corresponding road surface model based on the road surface sample data, digitize the actual test field durable road surface, generate a digital road surface of the durable road, and then carry out the subsequent whole-wheel coupled bench load spectrum compilation.
[0037] Among them, road surface sample data can be obtained through driving data during the actual driving process of the vehicle, such as acceleration, speed, road surface unevenness, etc., or through sensors (such as accelerometers and displacement sensors) set in key locations of the vehicle (such as the vehicle and suspension system).
[0038] It should be noted that the preset test conditions can be obtained by those skilled in the art based on the actual durability road surface of the test field, and no specific restrictions are imposed here.
[0039] Optionally, in one embodiment of this application, obtaining road surface sample data that meets preset test conditions includes: obtaining the road surface type of the target test site; if the road surface type is a regular road surface type, measuring three-dimensional discrete points of the road surface from the road surface design parameters of the target test site as road surface sample data; if the road surface type is a random road surface type, using a test vehicle to collect road surface point cloud data of the target test site, and performing grid processing on the road surface point cloud data to obtain road surface sample data.
[0040] For example, for regular road surfaces, such as twisted roads, the embodiments of this application can directly measure the three-dimensional discrete points of the road surface according to the road surface design drawings, and then create a road surface mesh model.
[0041] For random road surfaces, embodiments of this application can use vehicle-mounted laser scanning to acquire road surface point cloud data, and then perform grid processing on the point cloud data to obtain a grid model of the road surface.
[0042] In step S102, the road surface model is converted into road surface elevation difference, and the road shape that meets the preset validity conditions is obtained based on the road surface elevation difference and the wheel parameters of the target vehicle.
[0043] As one possible implementation method, embodiments of this application can extract slices of digital road surface, convert the established three-dimensional road surface model into two-dimensional road surface elevation difference, and apply wheel geometry filtering to the road surface shape to obtain the height change of the wheel center when the wheel passes over the road surface, i.e., the effective road shape of the wheel.
[0044] Optionally, in one embodiment of this application, the road shape is expressed as:
[0045] in, For the road shape, This is the actual vertical height of wheel center A. Let A be the initial vertical height of the wheel center. The free radius of the tire's rolling motion. This is the vertical height of the actual contact point between the tire and the road surface. X The horizontal distance the tire rolls. x This is the horizontal distance between the actual contact point between the tire and the road surface and the wheel center.
[0046] In actual implementation, the embodiments of this application can perform geometric filtering as follows: Figure 2 As shown.
[0047] Assumptions: 1) The tire always moves at its free radius 1) Rolling; 2) The tire has at least one point in contact with the road surface during the rolling process.
[0048] (1) because (2) It can be known (3) in, The road shape that meets the preset validity conditions is the road shape obtained by geometric filtering of the actual road surface.
[0049] In step S103, the whole wheel coupling test load spectrum is obtained based on the road shape and the vehicle type parameters of the target vehicle.
[0050] Furthermore, in this embodiment of the application, the effective road shape of the vehicle passing through the road surface can be obtained based on the road shape that meets the preset validity conditions obtained in the above steps, according to the correlation function of the left and right wheels and the phase difference between the front and rear axles, thereby obtaining the load spectrum of the whole vehicle wheel coupling test bench.
[0051] Optionally, in one embodiment of this application, obtaining the whole wheel coupled test load spectrum based on road shape and vehicle type parameters of the target vehicle includes: converting the road shape into a time function to obtain the single wheel load spectrum of any wheel of the target vehicle; using the vehicle type parameters to obtain the coherence function relationship between any wheel and each of the other wheels; and obtaining the whole wheel coupled test load spectrum based on the coherence function relationship and the single wheel load spectrum.
[0052] For road shapes that meet the preset validity conditions, it is known that (4) In the test track durability specifications, for a single reinforced durability road surface, the vehicle speed is a constant value. Therefore... It can be transformed into something related to time. t The function, namely the whole wheel coupled test bench load spectrum .
[0053] Optionally, in one embodiment of this application, the whole-wheel coupled test load spectrum is obtained based on the coherence function relationship and the single-wheel load spectrum, including: when the single-wheel load spectrum of any wheel is the left single-wheel load spectrum, the right load spectrum is obtained based on the coherence function relationship between the left single-wheel load spectrum and the load spectra of the left and right sides in the coherence function relationship; when the single-wheel load spectrum of any wheel is the front axle load spectrum, the rear axle load spectrum is obtained based on the coherence function relationship between the front and rear wheel load spectra of the front axle load spectrum and the load spectra of the front and rear wheels in the coherence function relationship. The expression for the coherence function relationship between the load spectra of the left and right sides is:
[0054] Where B is the wheelbase of the vehicle. For the fitting function, The coherence coefficient between the right-side load spectrum and the left-side load spectrum. It is the angular frequency. This refers to the vehicle's driving speed.
[0055] The expression for the coherence function relationship between the front and rear wheel load spectra is:
[0056] in, for, for, t For time, This represents the phase difference between the front and rear axles.
[0057] In this embodiment, it can be assumed that the calculated load spectrum is the single wheel load spectrum on the left side, and the load spectrum on the right side can be obtained from the coherence function relationship between the load spectra on the left and right sides of the formula (5).
[0058] (5) Where B is the wheelbase of the vehicle. This is the fitted function.
[0059] According to the embodiments of this application, the rear axle load spectrum can be obtained based on the relationship between the loads of the front and rear wheels in Formula 6.
[0060] (6) in, , which is the phase difference between the front and rear axles, and is calculated as the ratio of the vehicle wheelbase to the vehicle speed.
[0061] In summary, the embodiments of this application can obtain the whole vehicle durability load spectrum of the wheel coupling test bench based on the enhanced durability digital pavement.
[0062] Combination Figure 3 As shown, the working principle of the whole wheel coupling test bench load spectrum compilation method of this application embodiment is explained in detail with an example.
[0063] like Figure 3 As shown, embodiments of this application may include the following steps: Step S301: Establish a digital test field durability pavement model.
[0064] This involves acquiring road surface sample data that meets the preset test conditions and using the road surface sample data to build a corresponding road surface model.
[0065] This application embodiment can digitize the actual test track durable pavement and generate a digital pavement for durable roads.
[0066] For regular road surfaces, such as twisted roads, the three-dimensional discrete points of the road surface are measured directly from the road surface design drawings, and then a road surface mesh model is created.
[0067] For random road surfaces, vehicle-mounted laser scanning is used to acquire road surface point cloud data, and then the point cloud data is processed into a grid model of the road surface.
[0068] Step S302: Convert the three-dimensional road surface model into a two-dimensional road surface elevation difference.
[0069] Step S303: Apply wheel geometry filtering to the road surface shape to obtain the height change of the wheel center when the wheel passes over the road surface, which is the effective road shape of the wheel (the road shape that meets the preset effectiveness conditions).
[0070] Step S304: Based on the effective road shape obtained in the above steps, according to the correlation function of the left and right wheels and the phase difference between the front and rear axles, the effective road shape of the whole vehicle passing through the road surface is obtained, thereby obtaining the whole vehicle wheel coupling test load spectrum.
[0071] The embodiments of this application can compile load spectra based on the reinforced durability road surface of the test field, eliminating the influence of vehicle model status and parameters. The whole vehicle can be thoroughly verified in the early stage of vehicle development, ensuring sufficient verification of vehicle bench fatigue durability analysis, improving product molding quality, and thus greatly improving verification efficiency.
[0072] The method for compiling the whole-wheel coupled test bench load spectrum proposed in this application can establish a corresponding road surface model based on road surface sample data that meets preset test conditions. The road surface model is then converted into a road surface elevation difference. Based on the road surface elevation difference and the wheel parameters of the target vehicle, a road shape that meets preset validity conditions is obtained. The whole-wheel coupled test bench load spectrum is then obtained based on the road shape and the vehicle model parameters. According to the characteristics of the wheel-coupled test bench, the displacement drive of the test bench, i.e., the vehicle's load spectrum, is directly obtained from the excitation end of the test bench based on the reinforced road surface model. This eliminates the need for data acquisition and vehicle dynamics modeling for the wheel-coupled whole-vehicle test bench. The whole-vehicle durability load spectrum can be obtained through a virtual road surface model in the early stages of development, greatly reducing testing costs and time, and improving verification efficiency. This solves the technical problem in related technologies that require obtaining load signals from the vehicle response end and iteratively obtaining the test bench drive signal, which makes verification work relatively slow during vehicle development and results in high R&D costs and time.
[0073] Next, with reference to the accompanying drawings, the apparatus for compiling the load spectrum of a whole wheel coupling test bench according to an embodiment of this application is described.
[0074] Figure 4 This is a block diagram of a device for compiling a load spectrum of a whole wheel coupling test bench according to an embodiment of this application.
[0075] like Figure 4 As shown, the whole wheel coupling test bench load spectrum compilation device 10 includes: acquisition module 100, conversion module 200 and calculation module 300.
[0076] Specifically, the acquisition module 100 is used to acquire road surface sample data that meets the preset test conditions, and to use the road surface sample data to build a corresponding road surface model.
[0077] The conversion module 200 is used to convert the road surface model into a road surface elevation difference, and obtain a road shape that meets the preset validity conditions based on the road surface elevation difference and the wheel parameters of the target vehicle.
[0078] The calculation module 300 is used to obtain the whole wheel coupled test load spectrum based on the road shape and the vehicle type parameters of the target vehicle.
[0079] Optionally, in one embodiment of this application, the acquisition module 100 includes: an acquisition unit, a measurement unit, and a collection unit.
[0080] The acquisition unit is used to acquire the road surface type of the target test field.
[0081] The measurement unit is used to measure three-dimensional discrete points of the road surface as road surface sample data from the road surface design parameters of the target test site when the road surface type is a regular road surface type.
[0082] The data acquisition unit is used to collect road point cloud data of the target test field using a test vehicle when the road surface type is random, and to perform grid processing on the road point cloud data to obtain road sample data.
[0083] Optionally, in one embodiment of this application, the road shape is expressed as:
[0084] in, For the road shape, This is the actual vertical height of wheel center A. Let A be the initial vertical height of the wheel center. The free radius of the tire's rolling motion. This is the vertical height of the actual contact point between the tire and the road surface. X The horizontal distance the tire rolls. x This is the horizontal distance between the actual contact point between the tire and the road surface and the wheel center.
[0085] Optionally, in one embodiment of this application, the calculation module 300 includes: a conversion unit, a first calculation unit, and a second calculation unit.
[0086] The conversion unit is used to convert the road shape into a time function to obtain the single-wheel load spectrum of any wheel of the target vehicle.
[0087] The first calculation unit is used to obtain the coherence function relationship between any wheel and each of the other wheels using vehicle model parameters.
[0088] The second calculation unit is used to obtain the whole wheel coupled test load spectrum based on the coherence function relationship and the single wheel load spectrum.
[0089] Optionally, in one embodiment of this application, the second computing unit includes: a first computing subunit and a second computing subunit.
[0090] The first calculation subunit is used to obtain the right load spectrum based on the coherence function relationship between the left and right load spectra in the coherence function relationship when the single-wheel load spectrum of any wheel is the left single-wheel load spectrum.
[0091] The second calculation subunit is used to obtain the rear axle load spectrum based on the coherence function relationship between the front and rear wheel load spectra in the coherence function relationship when the single wheel load spectrum of any wheel is the front axle load spectrum.
[0092] Optionally, in one embodiment of this application, the expression for the coherence function relationship between the load spectra on the left and right sides is:
[0093] Where B is the wheelbase of the vehicle. For the fitting function, The coherence coefficient between the right-side load spectrum and the left-side load spectrum. It is the angular frequency. This refers to the vehicle's driving speed.
[0094] The expression for the coherence function relationship between the front and rear wheel load spectra is:
[0095] in, for, for, t For time, This represents the phase difference between the front and rear axles.
[0096] It should be noted that the explanation of the above-described embodiment of the method for compiling the load spectrum of the whole wheel coupling test bench also applies to the compiling device of the load spectrum of the whole wheel coupling test bench in this embodiment, and will not be repeated here.
[0097] The whole-wheel coupled test bench load spectrum compilation device proposed in this application can establish a corresponding road surface model based on road surface sample data that meets preset test conditions. The road surface model is then converted into a road surface elevation difference. Based on the road surface elevation difference and the wheel parameters of the target vehicle, a road shape that meets preset validity conditions is obtained. The whole-wheel coupled test bench load spectrum is then obtained based on the road shape and the vehicle model parameters. According to the characteristics of the wheel-coupled test bench, the displacement drive of the test bench, i.e., the vehicle's load spectrum, is directly obtained from the excitation end of the test bench based on the reinforced road surface model. This eliminates the need for data acquisition and vehicle dynamics modeling for the wheel-coupled whole-vehicle test bench. It allows for the acquisition of the whole-vehicle durability load spectrum through a virtual road surface model in the early stages of development, significantly reducing testing costs and time, and improving verification efficiency. This solves the technical problem in related technologies where load signals need to be obtained from the vehicle response end, and test bench drive signals are obtained iteratively, resulting in delayed verification work during vehicle development and high R&D costs and time.
[0098] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.
[0099] When the processor 502 executes the program, it implements the method for compiling the whole wheel coupling test bench load spectrum provided in the above embodiments.
[0100] Furthermore, electronic devices also include: Communication interface 503 is used for communication between memory 501 and processor 502.
[0101] The memory 501 is used to store computer programs that can run on the processor 502.
[0102] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.
[0103] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.
[0104] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.
[0105] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.
[0106] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for compiling the whole-wheel coupling test bench load spectrum.
[0107] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method for compiling the whole wheel coupling test bench load spectrum provided in this embodiment of the invention.
[0108] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0109] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0110] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.
[0111] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.
[0112] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.
[0113] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.
[0114] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.
[0115] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.
Claims
1. A method for compiling a load spectrum of a whole wheel coupled test bench, characterized in that, Includes the following steps: Obtain road surface sample data that meets the preset test conditions, and use the road surface sample data to establish a corresponding road surface model; The road surface model is converted into a road surface elevation difference, and a road shape that meets the preset validity conditions is obtained based on the road surface elevation difference and the wheel parameters of the target vehicle. The whole wheel coupling bench load spectrum is obtained based on the road shape and the vehicle type parameters of the target vehicle.
2. The method according to claim 1, characterized in that, The acquisition of road surface sample data that meets the preset test conditions includes: Obtain the road surface type of the target test site; When the road surface type is a regular road surface type, three-dimensional discrete points of the road surface are measured from the road surface design parameters of the target test site as the road surface sample data; When the road surface type is random, the test vehicle collects road surface point cloud data of the target test field, and performs grid processing on the road surface point cloud data to obtain the road surface sample data.
3. The method according to claim 1, characterized in that, The expression for the road shape is: in, For the road shape, This is the actual vertical height of wheel center A. Let A be the initial vertical height of the wheel center. The free radius of the tire's rolling motion. This is the vertical height of the actual contact point between the tire and the road surface. X The horizontal distance the tire rolls. x This is the horizontal distance between the actual contact point between the tire and the road surface and the wheel center.
4. The method according to claim 1, characterized in that, The process of obtaining the whole-wheel coupled test load spectrum based on the road shape and the vehicle type parameters of the target vehicle includes: The road shape is converted into a time function to obtain the single-wheel load spectrum of any wheel of the target vehicle; Using the vehicle model parameters, the coherence function relationship between any one wheel and each of the other wheels is obtained; Based on the coherence function relationship and the single-wheel load spectrum, the load spectrum of the whole wheel coupling test bench is obtained.
5. The method according to claim 4, characterized in that, The process of obtaining the whole-wheel coupled test bench load spectrum based on the coherence function relationship and the single-wheel load spectrum includes: When the single-wheel load spectrum of any wheel is the left single-wheel load spectrum, the right load spectrum is obtained based on the left single-wheel load spectrum and the coherence function relationship between the left and right load spectra in the coherence function relationship; When the single-wheel load spectrum of any wheel is the front axle load spectrum, the rear axle load spectrum is obtained based on the coherence function relationship between the front and rear wheel load spectra in the coherence function relationship.
6. The method according to claim 5, characterized in that, The expression for the coherence function relationship between the load spectra on the left and right sides is: Where B is the wheelbase of the vehicle. For the fitting function, The coherence coefficient between the right-side load spectrum and the left-side load spectrum is... It is the angular frequency. This refers to the vehicle's driving speed. The expression for the coherence function relationship between the front and rear wheel load spectra is: in, For the effective road shape of the rear axle, For the effective road configuration of the front axle, t For time, This represents the phase difference between the front and rear axles.
7. A device for compiling a load spectrum of a whole wheel coupling test bench, characterized in that, include: The acquisition module is used to acquire road surface sample data that meets preset test conditions, and to establish a corresponding road surface model using the road surface sample data. The conversion module is used to convert the road surface model into a road surface elevation difference, and obtain a road shape that meets the preset validity conditions based on the road surface elevation difference and the wheel parameters of the target vehicle. The calculation module is used to obtain the whole wheel coupling test load spectrum based on the road shape and the vehicle type parameters of the target vehicle.
8. The apparatus according to claim 7, characterized in that, The computing module includes: The conversion unit is used to convert the road shape into a time function to obtain the single-wheel load spectrum of any wheel of the target vehicle; The first calculation unit is used to obtain the coherence function relationship between any one wheel and each of the other wheels using the vehicle model parameters; The second calculation unit is used to obtain the whole wheel coupling test bench load spectrum based on the coherence function relationship and the single wheel load spectrum.
9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for compiling the whole wheel coupling test bench load spectrum as described in any one of claims 1-6.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the method for compiling the whole wheel coupled test bench load spectrum as described in any one of claims 1-6.