A method and device for testing the performance of a suspension system for a new drive unit

Abstract

The application provides a suspension system performance test method and device for a new driving unit. The method comprises the following steps: setting a test working condition, the test working condition comprising an input accelerator pedal opening degree, a brake pedal opening degree, a steering wheel rotation angle, a road unevenness and a road adhesion coefficient; running a vehicle model in a vehicle dynamics simulation software based on the test working condition to perform a simulation test; extracting a wheel load time domain curve of each wheel in the simulation test; loading the wheel load time domain curve to an angle module through a test bench, and calibrating and debugging the test bench with the avoidance of the slippage of the angle module as a regulation target; performing a performance test on the angle module according to the test working condition and the wheel load time domain curve; performing post-processing on measured data obtained based on the performance test, and calculating a performance evaluation index when a comparison error between the measured data and simulation data is less than or equal to a preset threshold value, and outputting a test report. The application can comprehensively and efficiently verify the dynamic performance of the suspension system of the new driving unit.

Description

Technical Field

[0001] This application relates to the field of automotive performance testing technology, and more specifically, to a method and apparatus for testing the performance of a suspension system for a novel driving unit. Background Technology

[0002] The novel driving unit is an advanced technological form of future intelligent electric vehicle chassis systems. By highly integrating drive, steering, braking, and suspension systems near the wheels, it achieves modularity, lightweighting, and intelligence in the vehicle chassis. This integrated design brings significant advantages to the overall vehicle layout, space utilization, and coordinated control of various systems, and is a key technology for developing advanced autonomous driving and improving vehicle dynamic performance.

[0003] As a core component of the new driving unit, the suspension system directly connects the vehicle body to the integrated corner module. Its performance has a decisive impact on many aspects of the vehicle, including handling stability, ride comfort, safety, and energy recovery efficiency. Therefore, in the development of the new driving unit, it is crucial to conduct thorough, accurate, and efficient performance testing and verification of its suspension system.

[0004] However, traditional vehicle suspension testing methods primarily target conventional distributed chassis structures, typically testing independent suspension assemblies or whole-vehicle road tests. These methods face significant limitations when applied to novel ride units. Due to the high integration of these new ride units, their suspension systems exhibit strong dynamic coupling with drive, steering, and other systems during operation, making it difficult for traditional test benches to simulate this complex interaction. Furthermore, the industry lacks a standardized, comprehensive, and efficient dedicated testing process and evaluation system.

[0005] Therefore, this application provides a method and apparatus for testing the performance of a suspension system for a novel driving unit, in order to solve one of the aforementioned technical problems. Summary of the Invention

[0006] The purpose of this application is to provide a method and apparatus for testing the performance of a suspension system for a novel driving unit, which can solve at least one of the aforementioned technical problems. The specific solution is as follows:

[0007] According to a specific embodiment of this application, in a first aspect, this application provides a method for testing the performance of a suspension system for a novel driving unit, comprising:

[0008] The test conditions are set, including input of accelerator pedal opening, brake pedal opening, steering wheel angle, road surface unevenness, and road surface adhesion coefficient. Based on the test conditions, a vehicle model is run in the vehicle dynamics simulation software for simulation testing. The wheel load time-domain curves of each wheel in the simulation test are extracted. The wheel load time-domain curves are loaded onto the corner module through a test bench, and the test bench is calibrated and adjusted to prevent the corner module from slipping. The corner module is subjected to performance testing according to the test conditions and the wheel load time-domain curves. The measured data obtained based on the performance test is post-processed and compared with the simulation data. If the comparison error is greater than a preset threshold, the wheel end external force represented by the measured data is re-inputted into the vehicle dynamics model, and the steps from the simulation test to the comparison are repeated. If the comparison error is less than or equal to the preset threshold, the performance evaluation index is calculated, and a test report is output.

[0009] In one embodiment, the test conditions include at least one of speed bump impact conditions, high-speed cornering conditions, and random vibration road surface conditions.

[0010] In one embodiment, the speed bump impact condition includes a single wheel running over one or more speed bumps at speeds of 20 km / h and 40 km / h, respectively.

[0011] In one embodiment, the high-speed cornering conditions include passing through a 50-m radius curve at 60 km / h and a 100-m radius curve at 80 km / h on a dry asphalt road surface while maintaining a constant steering angle.

[0012] In one embodiment, the random vibration road surface condition includes continuous driving at 40 km / h and 60 km / h for 10 minutes on Class C and Class D roads based on the ISO 8608 standard, respectively.

[0013] In one embodiment, the performance evaluation indicators are set based on the test conditions, including: for the speed bump impact condition, the performance evaluation indicators include peak impact acceleration, suspension rebound time, and vehicle posture recovery time; for the high-speed cornering condition, the performance evaluation indicators include vehicle roll angle, tire slip angle difference, and steering system torque fluctuation; for the random vibration road surface condition, the performance evaluation indicators include vibration transmissibility, energy recovery efficiency, and structural component stress fluctuation.

[0014] In one embodiment, the suspension rebound time is defined as the time required for the suspension displacement change rate to drop to 2% of its peak value; the vehicle body attitude recovery time is defined as the time required for the pitch angle or roll angle velocity change rate to be less than 5%.

[0015] In one embodiment, the formula for calculating the energy recovery efficiency is: in, For energy recovery efficiency, For regenerative braking power, For vibration power, This represents the derivative with respect to time; where, and The following formula is used to calculate: ; ;in, This is the motor bus voltage. For generating current for the hub motor, For suspension stiffness, For suspension displacement, For unsprung mass, This represents the relative speed of the suspension.

[0016] In one embodiment, the test bench is debugged in the following manner: the compression of the suspension springs is adjusted to simulate different wheel loads; the tire steering angle is adjustable within the range of -30° to +30° using tooling fixtures.

[0017] According to a specific embodiment of this application, in a second aspect, this application provides a suspension system performance testing device for a novel driving unit, used to implement the method described in any one of the first aspects, comprising:

[0018] The test bench is used to install the corner module to be tested and perform physical tests; the simulation module is used to establish the vehicle dynamics model and run simulation tests; the data processing and analysis module is used to process simulation data and measured data, and perform comparison and index calculation; the system control module is used to coordinate and control the test bench, simulation module and data processing and analysis module to automate the test process.

[0019] Compared with the prior art, the above-described solutions of this application have at least the following beneficial effects:

[0020] This application provides a method for testing the suspension system performance of a novel driving unit. By combining simulation testing with physical bench testing, the method performs vehicle dynamics simulation based on various driving condition parameters in a simulation environment, extracts wheel load data, and then applies this data to diagonal modules in a physical bench for loading tests. This method significantly improves the accuracy and reliability of the test by repeatedly comparing simulation and measured data and correcting the simulation model with measured external forces when errors are large. It can comprehensively and efficiently verify the dynamic performance of the novel driving unit suspension system, shorten the development cycle, and reduce the cost and risk of real-vehicle road testing. Attached Figure Description

[0021] Figure 1 A flowchart of a suspension system performance testing method for a novel driving unit is shown;

[0022] Figure 2 A flowchart for performance testing of a novel driving unit suspension system is shown.

[0023] Figure 3 A block diagram of a suspension system performance testing apparatus for a novel driving unit according to an embodiment of this application is shown. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0025] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0026] It should be understood that the term "and" used in this article is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and B can represent: A alone, A and B simultaneously, and B alone. Additionally, the character " / " in this article generally indicates that the related objects are in an "or" relationship.

[0027] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0028] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0029] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0030] It should be noted that any symbols and numbers present in the instruction manual that are not marked in the accompanying drawings are not reference numerals.

[0031] The optional embodiments of this application are described in detail below with reference to the accompanying drawings.

[0032] The embodiments provided in this application are embodiments of a suspension system performance testing method for a novel driving unit.

[0033] The following is combined Figure 1 The embodiments of this application will be described in detail.

[0034] Figure 1 A flowchart illustrating a suspension system performance testing method for a novel driving unit is shown, such as... Figure 1 As shown, it includes the following steps:

[0035] S1: Set the test conditions.

[0036] The test conditions include inputting accelerator pedal opening, brake pedal opening, steering wheel angle, road surface unevenness, and road surface adhesion coefficient.

[0037] S2: Based on the test conditions, run the vehicle model in the vehicle dynamics simulation software to conduct simulation tests.

[0038] S3: Extract the time-domain curves of the wheel loads on each wheel in the simulation test.

[0039] S4: The time-domain curve of the wheel load is applied to the corner module through the test bench, and the test bench is calibrated and adjusted with the goal of preventing the corner module from slipping.

[0040] S5: Perform performance testing on the diagonal module according to the test conditions and the time-domain curve of the wheel load.

[0041] S6: Post-process the measured data obtained from the performance test and compare it with the simulation data. If the comparison error is greater than the preset threshold, execute S7; otherwise, execute S8.

[0042] S7: Re-input the wheel-end external force represented by the measured data into the vehicle dynamics model, and repeat S2 to S6.

[0043] S8: Calculate performance evaluation metrics and output test reports.

[0044] The method provided in this application combines simulation testing with physical bench testing. In a simulation environment, vehicle dynamics are simulated based on various driving condition parameters to extract wheel load data, which is then applied to diagonal modules in a physical bench for loading tests. This method significantly improves the accuracy and reliability of the test by repeatedly comparing simulation and measured data and correcting the simulation model with measured external forces when errors are large. It can comprehensively and efficiently verify the dynamic performance of the novel driving unit suspension system, shorten the development cycle, and reduce the cost and risk of real-vehicle road testing.

[0045] In some embodiments, the test bench needs to be calibrated before testing. The calibration process includes simulating different wheel loads and achieving adjustable steering angle. Specifically, with the goal of simulating different wheel loads, the wheel load changes of the vehicle under different load conditions are simulated by adjusting the compression of the suspension springs. This adjustment can be achieved by tightening or loosening the bolts at the suspension mounting points. By changing the tightness of the bolts, the compression of the springs can be precisely controlled, thereby simulating the target wheel load.

[0046] As one feasible embodiment, the test bench is constructed based on a vehicle rotary drum test bench, and the novel driving unit to be tested is mounted using specially designed tooling fixtures. The novel driving unit is fixed to one of the drums on the rotary drum bench, ensuring that the tire is in contact with the drum surface. The mounting point of the suspension system is connected to the aforementioned tooling fixture, and the compression of the suspension springs can be changed by adjusting the bolts on the fixture, thereby simulating the application of different wheel loads.

[0047] Furthermore, the tooling fixture's structural design allows the tire steering angle to be adjusted within the range of -30° to +30°. This fixture is fixed to the drum's iron base with bolts and further connected to the four corners of the drum stand with ropes to enhance overall stability and ensure the positional accuracy and reliability of the corner modules during testing.

[0048] In some embodiments, the novel driving unit is connected to a mobile battery simulator to provide the power required during testing. Control signals are sent to the novel driving unit via a host computer to simulate various input conditions encountered during actual vehicle operation. Simultaneously, a circulating cooling system based on an external water pump is established to effectively manage the heat generated during testing, preventing overheating of components from affecting test results or equipment safety.

[0049] This application provides a performance testing method for a novel driving unit suspension system. The method comprehensively evaluates the dynamic response, stability, and durability of the suspension system by setting various typical operating conditions.

[0050] For example, the test conditions include at least one of speed bump impact condition, high-speed cornering condition and random vibration road surface condition. Each test condition will be described below.

[0051] In some embodiments, the speed bump impact test includes controlling a single wheel to roll over one or more speed bumps at vehicle speeds of 20 km / h and 40 km / h, respectively. This test simulates a sudden, severe vertical impact encountered by a vehicle while driving, primarily testing the suspension system's instantaneous impact absorption capacity, rapid recovery characteristics, and impact resistance durability.

[0052] As a feasible implementation, choosing a speed of 20 km / h simulates a typical low-speed bump-crossing scenario, commonly found in residential areas and schools. At this speed, the contact time between the wheels and the obstacle is relatively long, resulting in a higher peak impact load. This approach focuses on testing the suspension system's impact resistance limit and structural strength under large impacts and low-frequency excitations, while also inducing significant vehicle pitch motion. Choosing a speed of 40 km / h simulates a higher-speed urban road scenario involving speed bumps. Here, the impact time is short and the excitation frequency is high, emphasizing the suspension system's response speed and high-frequency damping characteristics. This requires the suspension to quickly absorb and dissipate energy, prevent impact transmission to the vehicle body, and effectively suppress subsequent vibrations. By setting two speed points, one low and one high, the performance of the suspension system under different impact energies and excitation frequencies can be comprehensively covered, thus allowing for a comprehensive evaluation of its comfort and reliability.

[0053] In some embodiments, the high-speed cornering test includes navigating a 50-m radius curve at 60 km / h and a 100-m radius curve at 80 km / h on a dry asphalt surface, while maintaining a constant steering angle. This test is primarily used to evaluate the performance of the suspension system under steady-state lateral acceleration, with key performance indicators including vehicle roll control, tire contact patch, and steering stability.

[0054] The combination of vehicle speed and corner radius mentioned above is used to generate specific and quantifiable lateral acceleration. At 60 km / h through a 50 m radius corner, the lateral acceleration is approximately 0.57g; at 80 km / h through a 100 m radius corner, the lateral acceleration is approximately 0.50g. The lateral acceleration is controlled within the range of 0.5g–0.6g because this range is the critical point for aggressive driving of ordinary family cars, effectively stimulating body roll to test suspension support, while minimizing tire loss of grip, making it suitable for safe and controlled repeated testing on a test bench. Furthermore, setting two test points can also verify data consistency and improve the reliability of the test results.

[0055] In some embodiments, the random vibration road condition includes continuous driving for 10 minutes at speeds of 40 km / h and 60 km / h on Class C and Class D roads based on the ISO 8608 standard, respectively. This condition is used to simulate the continuous vibration environment commonly encountered in daily driving, and to evaluate the vibration isolation performance, fatigue durability, and energy recovery efficiency of the suspension system.

[0056] For example, the ISO 8608 standard is an internationally recognized standard for classifying road roughness. It classifies road surfaces into grades A to H according to their roughness level. Grade C road surfaces are of medium level, simulating poorly paved but undamaged national highways, provincial highways, or old expressways. Their roughness wavelength is relatively long, mainly exciting low-frequency vibrations of 1–5 Hz, close to the vehicle body resonance frequency. It is used to assess the suspension's ability to control vehicle pitch and roll and ride comfort. Grade D road surfaces are of poor level, simulating damaged cement roads, gravel roads, or old paved roads. Their roughness wavelength is relatively short, mainly exciting high-frequency vibrations of 10–20 Hz and above, close to the unsprung mass resonance frequency of the wheel. It is used to assess the suspension's ability to filter high-frequency vibrations, component fatigue strength, and vibration energy management characteristics.

[0057] Furthermore, the vehicle speeds of 40 km / h and 60 km / h were chosen to ensure that the long-wave excitation of Class C roads and the short-wave excitation of Class D roads could cover the key operating frequency band of the suspension system (1–20 Hz), thereby effectively exposing the system's vibration control performance in different frequency bands. Setting the continuous driving time to 10 minutes was to obtain sufficient data samples to ensure the confidence level of random vibration statistical analysis and fatigue calculations, and to avoid failing to capture vibration patterns and maximum loads due to insufficient test time.

[0058] In addition, in some other embodiments, the following operating conditions can be set based on testing requirements:

[0059] Emergency full braking condition: The vehicle is traveling at a constant speed of 100±2 km / h in a straight line on a flat Class B road surface. Immediately press the brake pedal (the start time does not exceed 0.2s), with the pedal opening at 100%, until the vehicle speed drops to 0.

[0060] Medium-speed partial braking condition: The vehicle is traveling at a constant speed of 60±2 km / h on a flat Class B road surface. Immediately press the brake pedal (the start time does not exceed 0.2s), with the pedal opening at 50%, until the vehicle speed drops to 0.

[0061] Low-speed energy recovery condition: The vehicle is traveling at a constant speed of 30±2 km / h on a flat Class B road surface. Release the accelerator pedal until the vehicle enters idle state for 3 seconds.

[0062] Continuous braking degradation condition: The vehicle travels at a constant initial speed of 100±2 km / h on a smooth Class B road surface, and brakes at 80% pedal opening every 30 seconds, repeating 10 times.

[0063] This application embodiment, by setting various typical operating conditions and reasonably selecting test parameters, can comprehensively and effectively evaluate the overall performance of the novel driving unit suspension system under different operating conditions, providing a reliable basis for system optimization and control algorithm development.

[0064] In some embodiments, the measured data are post-processed and compared with the simulation data, and the error of each wheel end is calculated, with a preset threshold set at an error rate of 10%.

[0065] Specifically, if the error between the measured and simulated data is greater than 10%, the preliminary action is repeated until the error between the measured and simulated data at each wheel end is less than or equal to 10%. The error is calculated using the maximum braking force measured and simulated, as shown in the following formula:

[0066]

[0067] in, Error Indicates data error. F max实测 This represents the maximum braking force measured in the data. F max仿真 This represents the maximum braking force in the simulation data.

[0068] In this embodiment of the application, by setting scientific quantitative indicators and standardized reporting procedures, the reliability, repeatability and evaluability of the test results are ensured.

[0069] In some embodiments, to obtain statistically significant test results, each test condition must be repeated at least three times, and performance evaluation indicators can only be calculated after three sets of valid data are obtained. Furthermore, the performance evaluation indicators are set separately for different test conditions, forming a comprehensive evaluation system.

[0070] For speed bump impact conditions, the performance evaluation indicators include peak impact acceleration, suspension rebound time, and vehicle attitude recovery time. The peak impact acceleration is required to be no greater than 0.8 g, which can be obtained by directly sampling and extracting the peak value using an acceleration sensor mounted on the wheel hub. The suspension rebound time is required to be no greater than 0.5 seconds, specifically defined as the time required for the suspension displacement rate of change to decrease to 2% of its peak value; this data is obtained by collecting displacement signals from suspension displacement sensors and post-processing the displacement rate of change. The vehicle attitude recovery time (for pitch or roll) is required to be no greater than 1.2 seconds, defined as the time required for the pitch or roll angular velocity signal measured by the IMU (Inertial Measurement Unit) to change by less than 5%; this data is obtained by post-processing the angular velocity signal output by the IMU.

[0071] For high-speed cornering conditions, the performance evaluation indicators include vehicle roll angle, tire slip angle difference, and steering system torque fluctuation. The vehicle roll angle is required to be no greater than 3° and can be directly measured by an IMU. The steering system torque fluctuation is required to be no greater than 10 N·m and can be directly measured by a torque sensor in the steering system. The tire slip angle difference (between the left and right wheels) is required to be no greater than 0.5°, and its calculation depends on vehicle dynamics parameters and can be performed using a formula. We obtain, among which For vehicle steering angle, , The lateral and longitudinal speeds of the vehicle can be measured by speed sensors, respectively. The yaw rate is angular velocity. The wheelbase is the distance between the wheels. This is the distance from the center of mass to the front axle.

[0072] For random vibration pavement conditions, the performance evaluation indicators include vibration transmissibility, energy recovery efficiency, and structural stress fluctuation. The vibration transmissibility for the 10-20 Hz frequency band is required to be no greater than 0.6, and its calculation formula is as follows: ,in The power spectral density of the vehicle body's vertical acceleration. This represents the power spectral density of the wheel hub's vertical acceleration. The energy recovery efficiency, primarily for systems equipped with in-wheel motor regenerative braking, is required to be no less than 15%. The formula for calculating the energy recovery efficiency is:

[0073]

[0074] in, For energy recovery efficiency, For regenerative braking power, For vibration power, This indicates differentiation over time;

[0075] in, and The following formula is used to calculate:

[0076] ;

[0077] ;

[0078] in, This is the motor bus voltage. For generating current for the hub motor, For suspension stiffness, For suspension displacement, For unsprung mass, This represents the relative speed of the suspension.

[0079] in, .

[0080] Among them, the stress fluctuation of the structural component is required to be no more than 70% of its material fatigue limit. This data is obtained by measuring strain gauges attached to the surface of the structural component.

[0081] In some other embodiments, other performance evaluation metrics may also be set as follows.

[0082] Braking distance: The straight-line distance traveled along the direction of travel from the moment the braking command is activated (brake pedal traveled to 100%) until the tested module comes to a complete stop. Based on GB 21670-2008 "Technical Requirements and Test Methods for Braking Systems of Passenger Cars", a braking distance of ≤12.5m is set to meet the requirements.

[0083] Braking response time: the time difference between the start of brake pedal application and the generation of effective braking force by the new driving unit; setting the hybrid braking response to ≤120ms meets the requirements.

[0084] Regenerative braking contribution rate: The ratio of motor power to total braking force, used to measure the initiative and efficiency of regenerative energy recovery. The regenerative braking contribution rate is calculated according to the following formula.

[0085]

[0086] Cr represents the contribution rate of regenerative braking. , For the power of an electric motor or the braking torque of an electric motor, Total braking force (including friction braking). This is the torque for traditional friction braking.

[0087] Braking stability: Since the test subject is a 1 / 4 chassis, i.e., a single-wheel system, it does not possess the lateral force and lateral angular velocity of a complete vehicle. Therefore, only the change in lateral sway angle during braking is used as the basis for stability assessment. The range of wheel deflection angle change around the vertical axis (Z-axis) during braking is used to evaluate the lateral instability caused by braking. The lateral offset angle of a single wheel should be ≤2.0°.

[0088] Braking thermal decay performance: In the continuous braking thermal decay test, the system performance was evaluated through the following steps: (a) Initial state, record the peak torque value when the motor winding temperature is ≤50℃ before the experiment; (b) Perform 10 deceleration braking cycles of 0.8g (15s interval); (c) Within 15s after braking ends, record the surface temperature of the brake disc, read the current braking force, and calculate the braking force decay rate; (d) Obtain motor controller data through the CAN bus, read the current winding temperature and real-time peak torque value; calculate the motor torque decay rate.

[0089] The braking force attenuation rate is calculated according to the following formula:

[0090] ;

[0091] in, For braking force attenuation rate, This is the maximum braking force during the initial braking. This represents the maximum braking force during the nth consecutive braking action.

[0092] The motor torque attenuation rate is calculated using the following formula:

[0093] ;

[0094] in, Motor torque attenuation rate, , These represent the peak torque of the motor before and after the experiment.

[0095] It should be noted that the above embodiments refer to GB / T 18488.2-2015 "Motor controllers for electric vehicles - Part 2: Test methods", etc., and set the standard final braking force attenuation rate ≤30% and motor torque attenuation rate ≤15%.

[0096] Figure 2 A flowchart for performance testing of a novel driving unit suspension system is shown.

[0097] like Figure 2As shown, the driver model (driving simulator) first generates driving operation commands. These commands are processed and optimized by the accelerated training development module before being input into the vehicle dynamics model. Simultaneously, road surface unevenness information is input into the model as an external excitation. After the model runs, it outputs simulation results and related data, which are transmitted to the test bench system along with the controller commands. After receiving the input acceleration commands, the test bench drives the angle module to perform actions, simulating conditions such as vertical vibration. Finally, the data output module collects and outputs key performance parameters such as the vehicle's vertical velocity, vertical acceleration, pitch angle, and roll angle, which are used in the braking force distribution calculation. Through the electric shock speed, rolling resistance, and longitudinal force, the electric shock braking force and mechanical braking force are gradually derived and calculated. The entire process achieves closed-loop verification between simulation and measured data through a result comparison stage.

[0098] The novel driving unit suspension system performance testing method provided by this invention has significant beneficial effects. This method comprehensively simulates actual driving conditions by inputting multi-dimensional time-domain signals such as accelerator pedal opening, brake pedal opening, steering wheel angle, road surface unevenness, and road surface adhesion coefficient, establishing a semi-active suspension system performance testing system based on a novel driving unit test bench. By organically combining vehicle dynamics simulation with physical bench testing and employing an iterative optimization strategy—that is, using measured wheel-end external force feedback to correct the model when the error between simulation and measured data is large—the accuracy and reliability of the test are effectively improved. This method covers various typical working conditions such as speed bump impact, high-speed cornering, and random vibration road surfaces, and sets quantitative performance evaluation indicators, enabling a comprehensive assessment of the suspension system's dynamic response, comfort, stability, and energy recovery performance. Implementing this method can provide a reliable testing method and control algorithm verification platform for the development of vehicles equipped with the novel driving unit, significantly shortening the development cycle and reducing development costs.

[0099] This application also provides apparatus embodiments that follow the above embodiments, for implementing the method steps described in the above embodiments. The interpretation of the same names is the same as that in the above embodiments, and they have the same technical effects as those in the above embodiments, so they will not be repeated here.

[0100] like Figure 3 As shown, this application provides a suspension system performance testing device 300 for a novel driving unit, such as... Figure 3 As shown, the apparatus 300 is used to implement the method of any of the above embodiments, including:

[0101] Test bench 301 is used to mount the corner module under test and perform physical tests.

[0102] Simulation module 302 is used to build a vehicle dynamics model and run simulation tests.

[0103] The data processing and analysis module 303 is used to process simulation data and measured data, and to compare and calculate indicators.

[0104] The system control module 304 is used to coordinate and control the test bench, simulation module and data processing and analysis module to automate the execution of the test process.

[0105] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0106] Although the operations are described in a specific order in the accompanying drawings, this should not be construed as requiring these operations to be performed in the specific order or serial order shown, or requiring all of the operations shown to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous.

[0107] The methods and apparatus of this application can be implemented using standard programming techniques, utilizing rule-based logic or other logic to implement various method steps. It should also be noted that the terms "apparatus" and "module" as used herein and in the claims are intended to include implementations using one or more lines of software code and hardware implementations, as well as devices for receiving input.

[0108] Any step, operation, or procedure described herein may be performed or implemented using one or more hardware or software modules, either alone or in combination with other devices. In one embodiment, the software module is implemented using a computer program product comprising a computer-readable medium containing computer program code, which is executable by a computer processor to perform any or all of the described steps, operations, or procedures.

[0109] The foregoing description of implementations of this application has been provided for illustrative and descriptive purposes. The foregoing description is not exhaustive and is not intended to limit this application to the exact forms disclosed. Various modifications and variations may exist in accordance with the foregoing teachings, or may arise from practice of this application. These embodiments were chosen and described to illustrate the principles of this application and its practical application, enabling those skilled in the art to utilize this application in various implementations and modifications to suit the specific purpose of the concept.

[0110] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0111] It can be further understood that, unless otherwise specified, "connection" includes both direct connections where no other components exist between the two parties and indirect connections where other components exist between them.

[0112] It is further understood that although the operations are described in a specific order in the accompanying drawings in the embodiments of this application, this should not be construed as requiring these operations to be performed in the specific order or serial order shown, or requiring all the operations shown to be performed to obtain the desired result. In certain environments, multitasking and parallel processing may be advantageous.

[0113] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the field of this application that are not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0114] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

[0115] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for testing the performance of a suspension system for a new drive unit, characterized by, The method comprises the following steps: setting a test condition, the test condition comprising an input accelerator pedal opening, a brake pedal opening, a steering wheel turning angle, a road unevenness and a road adhesion coefficient; running a vehicle model in a vehicle dynamics simulation software based on the test condition to perform a simulation test; extracting a wheel load time domain curve of each wheel in the simulation test; loading the wheel load time domain curve to an angle module through a test bench and calibrating and debugging the test bench with the objective of avoiding slippage of the angle module; performing a performance test on the angle module according to the test condition and the wheel load time domain curve; post-processing measured data obtained based on the performance test and comparing the measured data with simulation data; if a comparison error is greater than a preset threshold, re-inputting wheel end external force represented by the measured data to the vehicle dynamics model to repeat the steps from the simulation test to the comparison; if the comparison error is less than or equal to the preset threshold, calculating a performance evaluation index and outputting a test report.

2. The method of claim 1, wherein, The test condition comprises at least one of a deceleration strip impact condition, a high-speed cornering condition and a random vibration road condition.

3. The method of claim 2, wherein, The deceleration strip impact condition comprises single-sided wheel rolling over a single deceleration strip and multiple deceleration strips at vehicle speeds of 20 km / h and 40 km / h respectively.

4. The method of claim 2, wherein, The high-speed cornering condition comprises passing a 50 m radius curve at 60 km / h and a 100 m radius curve at 80 km / h on a dry asphalt road surface while maintaining a constant steering angle.

5. The method of claim 2, wherein, The random vibration road condition comprises continuous driving for 10 minutes at 40 km / h and 60 km / h respectively on a C-class road surface and a D-class road surface based on the ISO8608 standard.

6. The method of claim 2, wherein, The performance evaluation index is set based on the test condition and comprises: for the deceleration strip impact condition, the performance evaluation index comprises an impact peak acceleration, a suspension rebound time and a vehicle body posture recovery time; for the high-speed cornering condition, the performance evaluation index comprises a vehicle body roll angle, a tire side slip angle difference and a steering system torque fluctuation; for the random vibration road condition, the performance evaluation index comprises a vibration transmission rate, an energy recovery efficiency and a structure stress fluctuation.

7. The method of claim 6, wherein the suspension rebound time is defined as a time required for a suspension displacement change rate to drop to 2% of a peak value; the vehicle body posture recovery time is defined as a time required for a speed change rate of a pitch angle or a roll angle to be less than 5%.

8. The method of claim 6, wherein, A calculation formula of the energy recovery efficiency is: wherein is the energy recovery efficiency, is the regenerative braking power, is the vibration power, denotes the derivation with respect to time; wherein and The following formula is used for the calculation: ； ； wherein, is the motor bus voltage, is the in-wheel motor generated current, is the suspension stiffness, is the suspension displacement, is the unsprung mass, is the suspension relative velocity.

9. The method of claim 1, wherein, The test bench is debugged in the following manner: adjusting a compression amount of a suspension spring with the objective of simulating different wheel loads; adjusting a tire turning angle in a range of -30° to +30° through a tooling fixture.

10. A suspension system performance testing device for a new drive unit, characterized by, For implementing the method of any one of claims 1 to 9, comprising: a test bench for installing an angle module to be tested and performing a physical test; a simulation module for establishing a vehicle dynamics model and running a simulation test; a data processing and analysis module for processing simulation data and measured data and performing comparison and index calculation; A system control module is configured to coordinate control of the test bench, the simulation module, and the data processing and analysis module to automatically execute a test procedure. A system control module is configured to coordinate control of the test bench, the simulation module, and the data processing and analysis module to automatically execute a test procedure.

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