Road simulation test system and method for semi-active suspension

Abstract

The invention relates to a road simulation test system and method for a semi-active suspension. Comprising the steps of collecting road spectrum data of a to-be-tested vehicle; in the simulation test module, a first data processing unit is used for correcting the road spectrum data to obtain corrected road spectrum data, and transmitting the corrected road spectrum data to a twelve-channel road simulator and a plurality of actuator groups, so that the twelve-channel road simulator and the actuator groups respectively execute corresponding actions on the test suspension based on the corrected road spectrum data; and the HIL simulation system is used for generating a road spectrum simulation signal according to the vehicle state data synchronously corresponding to the corrected road spectrum data, and outputting the road spectrum simulation signal to a first CDC damper of the test suspension to obtain a road simulation test result of the semi-active suspension. Therefore, the problems that the test result has deviation and the test cost is high in the prior art are solved, the research and development period is shortened, and the accuracy of the test result is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a road simulation test system and method for a semi-active suspension. Background Technology

[0002] The number of test vehicles is insufficient to meet the demands of a fast-paced R&D cycle, necessitating early development testing using a separate semi-active suspension system to expedite the R&D process.

[0003] In related technologies, traditional tests use a gantry frame to fix the test suspension in order to complete the relevant testing work of semi-active suspension.

[0004] However, the relevant technologies cannot simulate the stiffness of real vehicles, cannot reproduce real loads, and the test suspension is subjected to greater forces than the actual road spectrum is collected. Furthermore, they require customized gantry clamps for different test suspensions, which leads to deviations in test results and high test costs. These problems urgently need to be solved. Summary of the Invention

[0005] This application provides a road simulation test system and method for semi-active suspension to solve the problems of test result deviation and high test cost in related technologies, shorten the research and development cycle, and improve the accuracy of test results.

[0006] To achieve the above objectives, the first aspect of this application proposes a road simulation test system for a semi-active suspension, comprising: a data acquisition module and a simulation test module.

[0007] The acquisition module is used to acquire road spectrum data of the vehicle under test; The simulation test module includes a first data processing unit, a twelve-channel road simulator, a test suspension, multiple actuator groups, and a HIL simulation system. The first data processing unit is used to correct the road spectrum data to obtain corrected road spectrum data, and transmit the corrected road spectrum data to the twelve-channel road simulator and the plurality of actuator groups, so that the twelve-channel road simulator and the actuator groups respectively perform corresponding actions on the test suspension based on the corrected road spectrum data; The HIL simulation system is used to generate a road spectrum simulation signal based on the vehicle state data that is synchronously corresponding to the corrected road spectrum data, and outputs the road spectrum simulation signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension.

[0008] According to one embodiment of this application, the road spectrum data includes real-time data on the movement of the shock absorber piston rod and the change in suspension tilt angle of the vehicle under test.

[0009] According to one embodiment of this application, the acquisition module includes: The first acquisition unit is used to measure the real-time movement of the shock absorber piston rod of the vehicle under test. The second acquisition unit is used to acquire real-time data on the change of suspension tilt angle of the vehicle under test; The collection unit is used to collect real-time data on the movement of the shock absorber piston rod and the changes in the suspension tilt angle. The second data processing unit is used to process the real-time motion of the shock absorber piston rod and the real-time data of the suspension tilt angle change to obtain the road spectrum data.

[0010] According to one embodiment of this application, the first acquisition unit is a wire-type displacement sensor, the wire box end of the wire-type displacement sensor is fixed to the second CDC shock absorber, and the wire end of the wire-type displacement sensor is fixed to the vehicle under test.

[0011] According to one embodiment of this application, the second acquisition unit includes a tilt sensor and an acceleration sensor, wherein... Both the tilt sensor and the acceleration sensor are fixed at the middle position of the subframe of the vehicle under test, and are used to collect real-time data on the changes in the suspension tilt angle.

[0012] According to one embodiment of this application, the semi-active suspension road simulation test system further includes: A test suspension clamp, wherein the first test clamp is installed between the test suspension and the plurality of actuator assemblies; A shock absorber clamp, wherein the second test clamp is installed between the test suspension and the first CDC shock absorber.

[0013] According to one embodiment of this application, both the test suspension clamp and the shock absorber clamp are made of steel of a preset type, and the fit between the connecting bearing and the shaft in the test suspension clamp meets the preset fit requirements.

[0014] According to one embodiment of this application, the semi-active suspension road simulation test system further includes: Actuator mounting bracket is used to fix and adjust the spatial position of the plurality of actuator groups.

[0015] According to one embodiment of this application, the test suspension includes a front suspension and / or a rear suspension.

[0016] According to the semi-active suspension road simulation test system proposed in this application, road spectrum data of the vehicle under test is collected. The first data processing unit corrects the road spectrum data and transmits the corrected road spectrum data to a twelve-channel road simulator and multiple actuator groups. Based on the corrected road spectrum data, the test suspension is subjected to corresponding actions. The HIL simulation system generates a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data and outputs the signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension. This solves the problems of test result deviation and high test costs in related technologies, shortens the development cycle, and improves the accuracy of test results.

[0017] To achieve the above objectives, a second aspect of this application proposes a road simulation test method for a semi-active suspension, employing the semi-active suspension road simulation test system described above, comprising the following steps: The acquisition module is used to collect road spectrum data of the vehicle under test; The road spectrum data is corrected to obtain corrected road spectrum data, and the corrected road spectrum data is transmitted to the twelve-channel road simulator and the plurality of actuator groups, so that the twelve-channel road simulator and the actuator groups respectively perform corresponding actions on the test suspension based on the corrected road spectrum data; A road spectrum simulation signal is generated based on the vehicle state data that is synchronized with the corrected road spectrum data, and the road spectrum simulation signal is output to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension.

[0018] According to the road simulation test method for semi-active suspension proposed in this application, road spectrum data of the vehicle under test is collected. A first data processing unit corrects the road spectrum data and transmits the corrected road spectrum data to a twelve-channel road simulator and multiple actuator groups. Based on the corrected road spectrum data, corresponding actions are performed on the test suspension. The HIL simulation system generates a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data and outputs the signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension. This solves the problems of biased test results and high test costs in related technologies, shortens the development cycle, and improves the accuracy of test results.

[0019] 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

[0020] 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 block diagram of a semi-active suspension road simulation test system according to an embodiment of this application; Figure 2 This is a block diagram of a road simulation test system for a semi-active suspension according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a semi-active suspension road simulation test system according to an embodiment of this application; Figure 4 This is a flowchart of a road simulation test method for a semi-active suspension according to an embodiment of this application; Figure 5 This is a flowchart of a road simulation test method for a semi-active suspension provided according to an embodiment of this application. Detailed Implementation

[0021] 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.

[0022] The road simulation test system and method for semi-active suspension proposed according to the embodiments of this application will be described below with reference to the accompanying drawings. First, the road simulation test system for semi-active suspension proposed according to the embodiments of this application will be described with reference to the accompanying drawings.

[0023] Figure 1 This is a block diagram of a semi-active suspension road simulation test system according to an embodiment of this application.

[0024] like Figure 1 As shown, the semi-active suspension road simulation test system 10 includes: a data acquisition module 100 and a simulation test module 200.

[0025] The acquisition module 100 is used to acquire road spectrum data of the vehicle under test. The simulation test module 200 includes a first data processing unit 201, a twelve-channel road simulator 202, a test suspension 203, multiple actuator groups 204, and a HIL simulation system 205. The first data processing unit 201 is used to correct the road spectrum data to obtain corrected road spectrum data, and transmit the corrected road spectrum data to the twelve-channel road simulator 202 and multiple actuator groups 204, so that the twelve-channel road simulator 202 and the actuator groups respectively perform corresponding actions on the test suspension 203 based on the corrected road spectrum data. The HIL simulation system 205 is used to generate a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data, and output the road spectrum simulation signal to the first CDC shock absorber of the test suspension 203 to obtain the road simulation test results of the semi-active suspension.

[0026] Among them, the road spectrum data of the vehicle under test refers to the set of dynamic data related to road excitation and vehicle response collected by the vehicle under testing in specific driving scenarios through sensors and other devices. The HIL simulation system (Hardware-in-the-Loop Simulation System) is a test and verification system that couples real physical hardware with a virtual simulation environment in real time. Vehicle status data refers to the set of multi-dimensional dynamic data reflecting the overall operating status of the vehicle and its core systems, collected in real time throughout the vehicle's entire lifecycle through onboard sensors, controllers, bus systems, and other devices. Road spectrum simulation signals refer to the standardized electrical / bus signals that can be recognized by the simulation system and test equipment by converting road spectrum data into standardized electrical / bus signals that can be recognized by the simulation system and test equipment through simulation software and signal processing technology.

[0027] Specifically, the acquisition module 100 is used to acquire road spectrum data of the vehicle under test in actual driving scenarios, providing raw excitation data support for subsequent road simulation experiments of the semi-active suspension. The simulation test module 200, as the core execution unit of the test, is composed of a first data processing unit 201, a twelve-channel road simulator 202, a test suspension 203, multiple actuator groups 204, and a HIL simulation system 205. Each component realizes the simulation of real road conditions and suspension performance testing through data interaction and action linkage. Among them, the first data processing unit 201 performs preprocessing and error correction on the raw road spectrum data output by the acquisition module 100 to generate corrected road spectrum data that meets the test accuracy requirements. The corrected road spectrum data is synchronously transmitted to the twelve-channel road simulator 202 and multiple actuator groups 204, which respectively apply corresponding actions to the test suspension 203 based on the road surface excitation characteristics contained in the corrected road spectrum data. The HIL simulation system 205 is responsible for constructing a closed-loop interaction between simulation and physical testing: based on vehicle state data synchronized in real time with the corrected road spectrum data, a standardized road spectrum simulation signal is generated through simulation modeling and signal processing algorithms; this road spectrum simulation signal is output directionally to the first CDC (Continuous Damping Control) shock absorber mounted on the test suspension 203, driving the first CDC shock absorber to dynamically adjust its damping characteristics according to the simulation signal. Through the synergistic effect of the physical excitation of the twelve-channel road simulator 202, multiple actuator groups 204, and the output signal of the HIL simulation system 205, the road simulation test of the semi-active suspension is finally completed, obtaining test results reflecting the dynamic response and control performance of the suspension.

[0028] To facilitate those skilled in the art to further understand the data acquisition module 100 and the simulation test module 200 of the embodiments of this application, detailed descriptions are provided below in conjunction with specific embodiments.

[0029] First, the acquisition module 100 of this application embodiment will be described in detail. As one possible implementation, in some embodiments, such as... Figure 2 As shown, the acquisition module 100 includes: a first acquisition unit 101, a second acquisition unit 102, a collection unit 103, and a second data processing unit 104. The first acquisition unit 101 measures the real-time motion of the shock absorber piston rod of the vehicle under test; the second acquisition unit 102 acquires real-time data on the suspension tilt angle change of the vehicle under test; the collection unit 103 collects real-time data on the shock absorber piston rod's motion and the suspension tilt angle change; and the second data processing unit 104 processes the real-time data on the shock absorber piston rod's motion and the suspension tilt angle change to obtain road spectrum data.

[0030] Furthermore, in some embodiments, the road spectrum data includes real-time data on the movement of the shock absorber piston rod and the changes in suspension tilt angle of the vehicle under test.

[0031] Optionally, in some embodiments, the first acquisition unit 101 is a wire-type displacement sensor, with the wire box end of the wire-type displacement sensor fixed to the second CDC shock absorber and the wire end of the wire-type displacement sensor fixed to the vehicle under test.

[0032] Optionally, in some embodiments, the second acquisition unit 102 includes a tilt sensor and an acceleration sensor, wherein both the tilt sensor and the acceleration sensor are fixed at the middle position of the subframe of the vehicle under test, and are used to acquire real-time data on the change of suspension tilt angle.

[0033] Among them, the real-time motion of the shock absorber piston rod refers to the set of multi-dimensional dynamic physical parameters that change synchronously over time as the shock absorber piston rod is affected by road excitation and suspension dynamic response during the driving of the test vehicle. The real-time data of suspension tilt angle change refers to the set of multi-dimensional dynamic measurement data of the key attitude angles of the suspension system that fluctuate synchronously over time during the driving of the test vehicle.

[0034] Specifically, the acquisition module 100 includes a first acquisition unit 101, a second acquisition unit 102, a collection unit 103, and a second data processing unit 104. The road spectrum data includes real-time movement of the shock absorber piston rod and real-time data on suspension tilt angle changes of the vehicle under test. The first acquisition unit 101 is a wire-type displacement sensor used for road spectrum acquisition. The wire end is fixed to the second CDC shock absorber, and the wire end is fixed to the vehicle body under test, ensuring the wire's movement direction is the same as the shock absorber piston rod's movement direction, for measuring the real-time movement of the shock absorber piston rod. The second acquisition unit 102 includes a tilt sensor and an acceleration sensor, both fixed at the center of the subframe of the vehicle under test (for more accurate measurements), for acquiring real-time data on suspension tilt angle changes. They can be fixed using AB glue (two-component adhesive). The data collection unit 103 can be an eDAQ (electronic Data Acquisition) system, used to collect sensor signals in real time, specifically real-time data on the movement of the shock absorber piston rod and changes in suspension tilt angle. The second data processing unit 104 can be eDAQ TCE (eDAQ Tracer Data Acquisition Express) software, an integrated data acquisition, control, and analysis software. In this embodiment, the eDAQ TCE software is used to perform the analysis, processing, and storage of the simulated road load spectrum. Thus, the road spectrum data of the vehicle under test is collected by the acquisition module 100.

[0035] Next, the simulation test module 200 of the embodiments of this application will be described in detail.

[0036] The simulation test module 200 includes a first data processing unit 201, a twelve-channel road simulator 202, a test suspension 203, multiple actuator groups 204, and a HIL simulation system 205.

[0037] Optionally, in some embodiments, the test suspension 203 includes a front suspension and / or a rear suspension.

[0038] Specifically, the test suspension 203 (including a CDC damper) in this embodiment is used for durability testing of a semi-active suspension, i.e., a road simulation test. The test suspension consists of a front suspension and a rear suspension.

[0039] The first data processing unit 201 can be MTS-cRPCpro software (MTS Control Road Profile Controller Professional). MTS-cRPCpro software has functions such as receiving, analyzing, storing, processing, and applying data. It is divided into cRPC Pro (Control Road Profile Controller Professional) software and eDAQ TCE software. The cRPC Pro software includes modules such as the cRPC Pro load spectrum modification module and the cRPC Pro iteration module. The MTS-cRPCpro software filters and corrects the collected road spectrum data, synchronously transmitting the corrected road spectrum data to the twelve-channel road simulator 202 and multiple actuator groups 204, and controlling them to perform corresponding actions on the test suspension according to the corrected road spectrum data. The twelve-channel road simulator 202 is used to fix the test suspension 203 and receive the road spectrum signals from the MTS-cRPCpro software to conduct durability tests, i.e., road simulation tests. The twelve-channel road simulator 202 is adjusted to the wheelbase of the vehicle under test, and the test suspension 203 is installed on the twelve-channel road simulator 202. The twelve-channel semi-active suspension road simulation test simulation load loading and test method used in this application embodiment can be used for semi-active suspension road simulation tests when there is no complete vehicle for road simulation testing during the prototype development stage, which can significantly shorten the vehicle development cycle and achieve the purpose of rapid verification.

[0040] In this embodiment, the multiple actuator groups 204 are divided into two groups, with two actuators in each group. These groups receive corrected road spectrum data from the cRPCpro software on a PC (Personal Computer) terminal, apply and reproduce road load conditions to the test suspension 203, and cooperate with the twelve-channel road simulator 202 to complete load loading, replacing the traditional test vehicle load loading method to complete the road simulation test of the semi-active suspension. Furthermore, the distance between the actuator loading points for loading motion onto the subframe of the test suspension 203 should be actually measured by the dimensions of the tilt sensor and the test fixture, as well as the installation position of the actuator loading points, and determined through angle calibration work during the vertical displacement of the coordinated action of the multiple actuator groups 204.

[0041] The HIL simulation system 205 generates a road spectrum simulation signal based on the corrected road spectrum data and the corresponding vehicle status data, and transmits it to the fast stack to output real-time control current to control the throttle ring action in the first CDC damper. The fast stack is used to convert the static signal of the HIL simulation system's CAN (Controller Area Network) message into a drive current signal to continuously output control current to the first CDC damper.

[0042] In summary, the first data processing unit 201 loads the corrected road spectrum data into the twelve-channel road simulator 202, multiple actuator groups 204 acting on the test suspension 203 and the first CDC shock absorber, and the HIL simulation system 205 synchronously sends the road spectrum simulation signal to the fast stack, which then supplies power to the first CDC shock absorber to achieve the effect of synchronous movement of the twelve-channel road simulator 202, multiple actuator groups 204, and the internal throttle ring of the first CDC shock absorber.

[0043] Therefore, road spectrum data of the vehicle under test is collected. The first data processing unit corrects the road spectrum data and transmits the corrected road spectrum data to a twelve-channel road simulator and multiple actuator groups. Based on the corrected road spectrum data, the test suspension is subjected to corresponding actions. The HIL simulation system generates a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data and outputs the signal to the first CDC shock absorber of the test suspension to obtain the road simulation test results of the semi-active suspension. This solves the problems of test result deviation and high test cost in related technologies, shortens the research and development cycle, and improves the accuracy of test results.

[0044] Furthermore, in order to enhance the connection reliability of each core component of the test system, ensure the accuracy of force and motion transmission, and flexibly adapt to the installation requirements under different test scenarios, this semi-active suspension road simulation test system also includes several auxiliary fixing and adjustment components.

[0045] Alternatively, in some embodiments, such as Figure 2 As shown, the semi-active suspension road simulation test system also includes: a test suspension clamp 300 and a shock absorber clamp 400. The test suspension clamp 300 has a first test clamp installed between the test suspension 203 and multiple actuator assemblies 204; the shock absorber clamp 400 has a second test clamp installed between the test suspension 203 and a first CDC shock absorber.

[0046] Optionally, in some embodiments, the test suspension clamp 300 and the shock absorber clamp 400 are both made of steel of a preset type, and the fit between the connecting bearing and the shaft in the test suspension clamp 300 meets the preset fit requirements.

[0047] The preset model can be a model pre-set by the user, a model obtained through a limited number of experiments, or a model obtained through a limited number of computer simulations. The preset matching requirements can be requirements pre-set by the user, requirements obtained through a limited number of experiments, or requirements obtained through a limited number of computer simulations.

[0048] Specifically, the first test fixture, namely the test suspension fixture 300, is installed between the test suspension 203 and multiple actuator assemblies 204, and is a movable joint connection; the second test fixture, namely the shock absorber fixture 400, is installed between the first CDC shock absorber and the test suspension 203. In addition to their connecting function, both fixtures, in conjunction with the multiple actuator assemblies 203 and the actuator fixing bracket 500, restrict suspension rotation to ensure the normal conduct of the suspension test. Furthermore, the test fixtures are made of the same material as the body-in-white in the OTS (Off-Tooling Sample) stage, to simulate the real stiffness of a real vehicle. The test suspension fixture 300 and the shock absorber fixture 400 can be made of 45# steel, and the connecting bearing and shaft transition fit in the test suspension fixture 300 should be as seamless as possible, with the force acting directly on the test suspension 203 without any buffer.

[0049] Alternatively, in some embodiments, such as Figure 2 As shown, the semi-active suspension road simulation test system also includes: an actuator fixing bracket 500, used to fix and adjust the spatial position of multiple actuator groups 204.

[0050] Specifically, the actuator mounting bracket 500 is used to fix and adjust the spatial position of multiple actuator assemblies. It is reusable, eliminating the need for a gantry clamp. Multiple actuator assemblies 204 are fixed to the actuator mounting bracket 500. By adjusting the height of the actuator mounting bracket 500, two actuator assemblies are connected to the test suspension 203 and the first CDC shock absorber respectively via clamps. The loading angle of each actuator assembly is adjusted by adjusting the position of the two actuator bases.

[0051] Therefore, by fixing two sets of actuators on the actuator mounting bracket and cooperating with the twelve-channel road simulation test machine to load road spectrum signals for movement, the four actuators and clamps (test suspension clamps and shock absorber clamps) on the actuator mounting bracket simulate the stiffness of the vehicle body and the actual flexible load, thus realizing the road simulation durability test of the semi-active suspension.

[0052] To facilitate a better understanding of the semi-active suspension road simulation test system proposed in this application by those skilled in the art, the following is combined with... Figure 3 and Figure 4 Further explanation.

[0053] like Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of a semi-active suspension road simulation test system according to an embodiment of this application. Figure 4 This is a flowchart of a road simulation test method for a semi-active suspension according to an embodiment of this application, the method including the following steps: S401, Begin.

[0054] S402, Sensor placement and road spectrum acquisition.

[0055] S403, installation of suspension and clamps.

[0056] S404, Adjust the installation position of the test suspension clamp and shock absorber clamp to adjust the loading angle of the actuator.

[0057] S405, Signal Processing and Input.

[0058] S406, the HIL simulation system signal and load spectrum signal are transmitted to S407, and synchronously transmitted to S407 and S409 with S408.

[0059] S407, MTS twelve-lane road simulator and two sets of actuators.

[0060] S408, MTS-cRPCpro filter correction.

[0061] S409, a twelve-lane road simulator and two sets of actuators.

[0062] S410 transmits HIL emulation system signals to the fast stack.

[0063] S411, fast stack output real-time control current control CDC vibration damper internal throttling ring operation.

[0064] S412, conduct road simulation tests.

[0065] S413, End.

[0066] Therefore, a road simulation test of the semi-active suspension was conducted using a twelve-channel road simulation test machine. Two sets of actuators (two in each set) were used to apply loads to the suspension's shock absorbers and subframe respectively. The test fixtures connected to the actuators were made of the same material as the body-in-white in the OTS stage, to simulate the real stiffness of a real vehicle. Furthermore, the road load spectrum used in the suspension test incorporated sensors at relevant locations compared to the conventional load spectrum, ensuring the smooth conduct of the test.

[0067] According to the semi-active suspension road simulation test system proposed in this application, road spectrum data of the vehicle under test is collected. The first data processing unit corrects the road spectrum data and transmits the corrected road spectrum data to a twelve-channel road simulator and multiple actuator groups. Based on the corrected road spectrum data, the test suspension is subjected to corresponding actions. The HIL simulation system generates a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data and outputs the signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension. This solves the problems of test result deviation and high test costs in related technologies, shortens the development cycle, and improves the accuracy of test results.

[0068] Next, referring to the accompanying drawings, a road simulation test method for a semi-active suspension according to an embodiment of this application is described. This method employs, as shown in the accompanying drawings... Figure 1 The road simulation test system for the semi-active suspension shown in the embodiment.

[0069] Figure 5 This is a flowchart of a road simulation test method for a semi-active suspension according to an embodiment of this application.

[0070] like Figure 5 As shown, the road simulation test method for this semi-active suspension includes: The S501 uses a data acquisition module to collect road spectrum data of the vehicle under test.

[0071] S502, correct the road spectrum data to obtain the corrected road spectrum data, and transmit the corrected road spectrum data to the twelve-channel road simulator and multiple actuator groups, so that the twelve-channel road simulator and actuator groups perform corresponding actions on the test suspension based on the corrected road spectrum data.

[0072] S503 generates a road spectrum simulation signal based on the vehicle state data that is synchronously corresponding to the corrected road spectrum data, and outputs the road spectrum simulation signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension.

[0073] It should be noted that the foregoing explanation of the road simulation test system embodiment for semi-active suspension also applies to the road simulation test method for semi-active suspension in this embodiment, and will not be repeated here.

[0074] According to the road simulation test method for semi-active suspension proposed in this application, road spectrum data of the vehicle under test is collected. A first data processing unit corrects the road spectrum data and transmits the corrected road spectrum data to a twelve-channel road simulator and multiple actuator groups. Based on the corrected road spectrum data, corresponding actions are performed on the test suspension. The HIL simulation system generates a road spectrum simulation signal based on the vehicle state data synchronously corresponding to the corrected road spectrum data and outputs the signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension. This solves the problems of biased test results and high test costs in related technologies, shortens the development cycle, and improves the accuracy of test results.

[0075] 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, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0076] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are 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.

[0077] 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 road simulation test system for a semi-active suspension, characterized in that, include: The data acquisition module and the simulation experiment module, among which, The acquisition module is used to acquire road spectrum data of the vehicle under test; The simulation test module includes a first data processing unit, a twelve-channel road simulator, a test suspension, multiple actuator groups, and a HIL simulation system. The first data processing unit is used to correct the road spectrum data to obtain corrected road spectrum data, and transmit the corrected road spectrum data to the twelve-channel road simulator and the plurality of actuator groups, so that the twelve-channel road simulator and the actuator groups respectively perform corresponding actions on the test suspension based on the corrected road spectrum data; The HIL simulation system is used to generate a road spectrum simulation signal based on the vehicle state data that is synchronously corresponding to the corrected road spectrum data, and outputs the road spectrum simulation signal to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension.

2. The semi-active suspension road simulation test system according to claim 1, characterized in that, The road spectrum data includes real-time data on the movement of the shock absorber piston rod and the changes in suspension tilt angle of the vehicle under test.

3. The semi-active suspension road simulation test system according to claim 1, characterized in that, The acquisition module includes: The first acquisition unit is used to measure the real-time movement of the shock absorber piston rod of the vehicle under test. The second acquisition unit is used to acquire real-time data on the change of suspension tilt angle of the vehicle under test; The collection unit is used to collect real-time data on the movement of the shock absorber piston rod and the changes in the suspension tilt angle. The second data processing unit is used to process the real-time motion of the shock absorber piston rod and the real-time data of the suspension tilt angle change to obtain the road spectrum data.

4. The semi-active suspension road simulation test system according to claim 3, characterized in that, The first acquisition unit is a wire-type displacement sensor. The wire box end of the wire-type displacement sensor is fixed to the second CDC vibration damper, and the wire end of the wire-type displacement sensor is fixed to the vehicle under test.

5. The semi-active suspension road simulation test system according to claim 4, characterized in that, The second acquisition unit includes a tilt sensor and an acceleration sensor, wherein, Both the tilt sensor and the acceleration sensor are fixed at the middle position of the subframe of the vehicle under test, and are used to collect real-time data on the changes in the suspension tilt angle.

6. The semi-active suspension road simulation test system according to claim 1, characterized in that, Also includes: A test suspension clamp, wherein the first test clamp is installed between the test suspension and the plurality of actuator assemblies; A shock absorber clamp, and a second test clamp are installed between the test suspension and the first CDC shock absorber.

7. The semi-active suspension road simulation test system according to claim 6, characterized in that, Both the test suspension clamp and the shock absorber clamp are made of steel of a preset model, and the fit between the connecting bearing and the shaft in the test suspension clamp meets the preset fit requirements.

8. The semi-active suspension road simulation test system according to claim 1, characterized in that, Also includes: Actuator mounting bracket is used to fix and adjust the spatial position of the plurality of actuator groups.

9. The semi-active suspension road simulation test system according to claim 1, characterized in that, The test suspension includes a front suspension and / or a rear suspension.

10. A road simulation test method for a semi-active suspension, characterized in that, The method employs a semi-active suspension road simulation test system as described in any one of claims 1-9, wherein the method includes the following steps: The acquisition module is used to collect road spectrum data of the vehicle under test; The road spectrum data is corrected to obtain corrected road spectrum data, and the corrected road spectrum data is transmitted to the twelve-channel road simulator and the plurality of actuator groups, so that the twelve-channel road simulator and the actuator groups respectively perform corresponding actions on the test suspension based on the corrected road spectrum data; A road spectrum simulation signal is generated based on the vehicle state data that is synchronized with the corrected road spectrum data, and the road spectrum simulation signal is output to the first CDC damper of the test suspension to obtain the road simulation test results of the semi-active suspension.

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