Whole vehicle stay wire displacement test method, device and equipment and storage medium

Abstract

The invention discloses a whole vehicle stay wire displacement test method, device and equipment and a storage medium. The method comprises the steps of obtaining vehicle information, working condition requirements and measuring point position information of a to-be-tested vehicle; vehicle appearance acceptance and trial operation are carried out according to the vehicle information and the working condition requirements; performing stay wire displacement data acquisition according to the measuring point position information, analyzing the acquired data, and generating a stay wire displacement test report; through a standardized test process, measurement errors caused by experience differences of operators can be eliminated, it is ensured that stay wire displacement data of the same vehicle are highly consistent in different periods or when different operators execute tests, the reliability and data repeatability of the whole vehicle stay wire displacement test are remarkably improved, and the test efficiency is improved. Accurate and objective data support is provided for design verification, performance optimization and fault diagnosis of a vehicle suspension system.

Description

Technical Field

[0001] This invention relates to the field of automotive testing technology, and in particular to a method, apparatus, equipment, and storage medium for testing the displacement of a whole vehicle using a wire. Background Technology

[0002] The cable displacement test is a core component of vehicle design verification and performance optimization, and is widely used in suspension system tuning, durability testing, and dynamic performance analysis.

[0003] This test measures the displacement changes of key components (such as suspension, steering system and body connection points) under dynamic loads, providing data support for mechanical structure reliability verification, noise, vibration and harshness (NVH) optimization and fault diagnosis, which is of great significance for improving vehicle comfort, handling and safety performance.

[0004] However, current industry practices lack a systematic measurement standard system; existing methods mainly rely on the personal experience of measurement personnel for wiring, sensor installation and data acquisition, without forming a unified measurement process document.

[0005] Due to the lack of clear operating procedures, there are significant differences in the understanding of the location of the measuring points, the installation method, and the measurement steps among different personnel. This results in poor consistency of displacement data and large measurement errors when the same vehicle is tested at different times or by different operators.

[0006] Such data fluctuations not only affect the reliability of design verification, but also hinder the accuracy of performance optimization, making it difficult to guarantee R&D efficiency and the repeatability of test results. Summary of the Invention

[0007] The main objective of this invention is to provide a method, apparatus, equipment, and storage medium for testing the cable displacement of a whole vehicle. This invention aims to solve the technical problem in the prior art where the lack of a unified standard for measuring the cable displacement of a whole vehicle leads to the reliance of measurement personnel on personal experience for sensor installation, wiring, and data acquisition, resulting in poor consistency of displacement data and large measurement errors when the same vehicle is tested at different times or by different operators.

[0008] In a first aspect, the present invention provides a method for testing the cable displacement of a whole vehicle, the method comprising the following steps: Obtain vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested; The vehicle exterior inspection and trial operation shall be carried out based on the vehicle information and the operating conditions. Based on the location information of the measuring points, the displacement data of the guy wire is collected, the collected data is analyzed, and a guy wire displacement test report is generated.

[0009] Optionally, obtaining the vehicle information, operating condition requirements, and test point location information of the vehicle to be tested includes: The system receives a test task order and parses the task order content through the vehicle data interface to extract the vehicle information, operating conditions, and test point location information of the corresponding vehicle to be tested.

[0010] Optionally, the receiving of the test task order involves parsing the task order content through a vehicle data interface to extract vehicle information, operating condition requirements, and test point location information corresponding to the vehicle to be tested, including: Upon receiving a test task order, the system parses the task order content through the vehicle data interface system, automatically extracts the vehicle model, chassis structure parameters, and configuration details of the vehicle to be tested, and generates vehicle information. Automatically associate with a preset working condition library and extract working condition requirements; The system automatically calls the measurement point location database and outputs the displacement positions of four shock absorber cable and four wheel center cable, using these positions as measurement point location information.

[0011] Optionally, the step of conducting vehicle appearance acceptance and trial operation based on the vehicle information and operating condition requirements includes: Based on the vehicle information and the operating conditions, the automated acceptance system is activated to perform real-time detection on the integrity of the vehicle body paint, the tightness of the shock absorber and wheel hub connection bolts, the condition of chassis scratches and damage, and the obstruction of the sensor installation area. The vehicle control system initiates preset operating conditions to conduct a trial run on the vehicle to be tested.

[0012] Optionally, based on the vehicle information and the operating condition requirements, the automated acceptance system is activated to perform real-time detection of the integrity of the vehicle body paint, the tightness of the shock absorber and wheel hub connection bolts, the condition of chassis scratches and damage, and the obstruction status of the sensor installation area, including: Based on the vehicle information and the operating condition requirements, activate the automated acceptance system; The visual inspection module of the automated acceptance system performs image recognition and analysis on the integrity of the paint surface of the vehicle under test. The torque sensor in the automated acceptance system automatically detects the tightness of the shock absorber and wheel hub connection bolts of the vehicle under test. The automated acceptance system automatically detects the chassis scratch damage of the vehicle under test using a laser scanner. The automated acceptance system automatically detects the obstruction status of the sensor installation area of ​​the vehicle under test using infrared sensors.

[0013] Optionally, the step of initiating a preset operating condition through the vehicle control system to conduct a trial run of the vehicle under test includes: The vehicle control system initiates a preset working condition and automatically loads a preset dynamic road surface model based on the preset working condition. The powertrain controller automatically executes acceleration or deceleration operations, and monitors the engine speed changes and torque output smoothness of the test vehicle in real time. The steering system controller automatically executes changes in the steering wheel angle and monitors the steering response delay of the vehicle under test in real time. The braking system controller automatically performs gentle braking operations and monitors the straightness of the braking trajectory and braking feedback of the test vehicle in real time.

[0014] Optionally, the step of collecting guy wire displacement data based on the measuring point location information, analyzing the collected data, and generating a guy wire displacement test report includes: Based on the location information of the measuring points, the displacement data of the guy wire is collected in real time by the guy wire displacement sensor array to obtain the collected data; The collected data is automatically analyzed to check the connection status between the pull head and the bracket, the disconnection or jamming of the pull wire, the risk of sensor detachment, and the integrity of the communication line, and to generate a pull wire displacement test report that includes displacement waveform diagrams, abnormal records, corresponding working condition data, and conclusions.

[0015] Secondly, to achieve the above objectives, the present invention also provides a whole vehicle cable displacement testing device, the whole vehicle cable displacement testing device comprising: The data acquisition module is used to acquire vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested. The acceptance and trial operation module is used to conduct vehicle appearance acceptance and trial operation based on the vehicle information and the operating condition requirements. The report generation module is used to collect wire displacement data based on the measurement point location information, analyze the collected data, and generate a wire displacement test report.

[0016] Thirdly, to achieve the above objectives, the present invention also proposes a whole vehicle cable displacement testing device, the whole vehicle cable displacement testing device comprising: a memory, a processor, and a whole vehicle cable displacement testing program stored in the memory and executable on the processor, the whole vehicle cable displacement testing program being configured to implement the steps of the whole vehicle cable displacement testing method as described above.

[0017] Fourthly, to achieve the above objectives, the present invention also proposes a storage medium storing a whole vehicle cable displacement test program, wherein when the whole vehicle cable displacement test program is executed by a processor, the whole vehicle cable displacement test method as described above is implemented.

[0018] The proposed method for whole-vehicle cable displacement testing involves acquiring vehicle information, operating conditions, and measurement point locations of the vehicle under test; conducting vehicle appearance acceptance and trial operation based on the vehicle information and operating conditions; collecting cable displacement data based on the measurement point locations; analyzing the collected data; and generating a cable displacement test report. This standardized testing process eliminates measurement errors caused by differences in operator experience, ensuring high consistency of cable displacement data for the same vehicle at different times or under different operators. This significantly improves the reliability and repeatability of whole-vehicle cable displacement testing, providing accurate and objective data support for vehicle suspension system design verification, performance optimization, and fault diagnosis. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of the present invention; Figure 2 This is a flowchart illustrating the first embodiment of the whole vehicle cable displacement test method of the present invention; Figure 3 This is a flowchart illustrating the second embodiment of the whole vehicle cable displacement test method of the present invention; Figure 4 This is a flowchart illustrating the third embodiment of the whole vehicle cable displacement test method of the present invention; Figure 5 This is a flowchart illustrating the fourth embodiment of the whole vehicle cable displacement test method of the present invention; Figure 6 This is a functional block diagram of the first embodiment of the whole vehicle wire displacement testing device of the present invention.

[0020] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0022] The solution of this invention mainly involves: acquiring vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested; conducting vehicle appearance acceptance and trial operation based on the vehicle information and operating condition requirements; collecting cable displacement data based on the measurement point location information; analyzing the collected data; and generating a cable displacement test report. This standardized testing process eliminates measurement errors caused by differences in operator experience, ensuring high consistency of cable displacement data for the same vehicle at different times or by different operators. It significantly improves the reliability and repeatability of the whole-vehicle cable displacement test, providing accurate and objective data support for vehicle suspension system design verification, performance optimization, and fault diagnosis. This solves the technical problem in the prior art where the lack of a unified whole-vehicle cable displacement measurement standard leads to measurement personnel relying on personal experience for sensor installation, wiring, and data collection, resulting in poor consistency of displacement data and large measurement errors for the same vehicle at different times or by different operators.

[0023] Reference Figure 1 , Figure 1 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of the present invention.

[0024] like Figure 1 As shown, the device may include: a processor 1001, such as a CPU; a communication bus 1002; a user interface 1003; a network interface 1004; and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0025] Those skilled in the art will understand that Figure 1 The device structure shown does not constitute a limitation on the device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0026] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating device, a network communication module, a user interface module, and a vehicle cable displacement test program.

[0027] The device of the present invention calls the whole vehicle cable displacement test program stored in the memory 1005 through the processor 1001, and executes the operation in the embodiment of the whole vehicle cable displacement test method described below.

[0028] This embodiment, through the above-described scheme, acquires vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested; conducts vehicle appearance acceptance and trial operation based on the vehicle information and operating condition requirements; collects cable displacement data based on the measurement point location information; analyzes the collected data; and generates a cable displacement test report. This standardized testing process eliminates measurement errors caused by differences in operator experience, ensuring high consistency of cable displacement data for the same vehicle at different times or under different operators. This significantly improves the reliability and repeatability of the vehicle cable displacement test, providing accurate and objective data support for vehicle suspension system design verification, performance optimization, and fault diagnosis.

[0029] Based on the above hardware structure, an embodiment of the whole vehicle wire displacement test method of the present invention is proposed.

[0030] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the whole vehicle wire displacement test method of the present invention.

[0031] In the first embodiment, the whole vehicle cable displacement test method includes the following steps: Step S10: Obtain vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested.

[0032] It should be noted that by obtaining vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested, a unified and objective benchmark is provided for subsequent vehicle appearance acceptance, sensor installation, and data collection. This effectively eliminates measurement deviations caused by differences in human experience and ensures the reliability and repeatability of the whole vehicle cable displacement test data.

[0033] Step S20: Conduct vehicle appearance inspection and trial operation based on the vehicle information and operating conditions.

[0034] It should be understood that conducting vehicle appearance acceptance and trial operation based on the vehicle information and operating conditions allows for a systematic check of the vehicle's appearance, ensuring that the vehicle is in a safe and compliant basic state before dynamic testing, and providing a reliable guarantee for subsequent cable displacement data collection.

[0035] Step S30: Collect wire displacement data based on the measured point location information, analyze the collected data, and generate a wire displacement test report.

[0036] It is understandable that collecting cable displacement data based on the measured point location information, analyzing the collected data, and generating a cable displacement test report can ensure the accuracy, traceability, and consistency of the cable displacement measurement results, providing objective data for vehicle suspension system design verification and performance optimization.

[0037] This embodiment, through the above-described scheme, acquires vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested; conducts vehicle appearance acceptance and trial operation based on the vehicle information and operating condition requirements; collects cable displacement data based on the measurement point location information; analyzes the collected data; and generates a cable displacement test report. This standardized testing process eliminates measurement errors caused by differences in operator experience, ensuring high consistency of cable displacement data for the same vehicle at different times or under different operators. This significantly improves the reliability and repeatability of the vehicle cable displacement test, providing accurate and objective data support for vehicle suspension system design verification, performance optimization, and fault diagnosis.

[0038] Furthermore, Figure 3 This is a flowchart illustrating the second embodiment of the whole vehicle cable displacement test method of the present invention, as shown below. Figure 3 As shown, based on the first embodiment, a second embodiment of the vehicle cable displacement test method of the present invention is proposed. In this embodiment, step S10 specifically includes the following steps: Step S11: Receive the test task order, parse the task order content through the vehicle data interface, and extract the vehicle information, working condition requirements and test point location information of the corresponding test vehicle.

[0039] It should be noted that by receiving standardized test task sheets and using the vehicle data interface system to perform structured parsing of the task sheet content, the vehicle information, operating condition requirements, and test point location information of the vehicle to be tested can be accurately extracted.

[0040] Furthermore, step S11 specifically includes the following steps: Upon receiving a test task order, the system parses the task order content through the vehicle data interface system, automatically extracts the vehicle model, chassis structure parameters, and configuration details of the vehicle to be tested, and generates vehicle information. Automatically associate with a preset working condition library and extract working condition requirements; The system automatically calls the measurement point location database and outputs the displacement positions of four shock absorber cable and four wheel center cable, using these positions as measurement point location information.

[0041] Understandably, the system automatically receives test task orders through the vehicle data interface, accurately parses the task order content, extracts the vehicle model, chassis structure parameters, and configuration details of the vehicle to be tested, and generates structured vehicle information. At the same time, it automatically associates with the preset working condition library to obtain working condition requirements (e.g., dynamic test road surface types such as the first comprehensive road, the second ring road, and Belgian road), and calls the measurement point location database to output standardized four shock absorber cable displacement positions (e.g., 10cm from the top of the shock absorber) and four wheel center cable displacement positions (e.g., the circle mark point on the vehicle body directly above the wheel center), forming unified and objective measurement point location information, providing a reliable and repeatable data benchmark for subsequent test processes.

[0042] This embodiment, through the above-described scheme, receives a test task order and parses the content of the test task order through a vehicle data interface to extract the vehicle information, operating condition requirements, and measurement point location information corresponding to the vehicle to be tested. The test task order can be automatically parsed through the vehicle data interface system to accurately extract vehicle information, operating condition requirements, and measurement point location information, forming a standardized data benchmark, effectively eliminating differences in manual interpretation, and ensuring the objectivity and consistency of the starting point data of the whole vehicle cable displacement test.

[0043] Furthermore, Figure 4 This is a flowchart illustrating the third embodiment of the whole vehicle cable displacement test method of the present invention, as shown below. Figure 4 As shown, based on the first embodiment, a third embodiment of the vehicle cable displacement test method of the present invention is proposed. In this embodiment, step S20 specifically includes the following steps: Step S21: Based on the vehicle information and the operating condition requirements, start the automated acceptance system to perform real-time detection on the integrity of the vehicle body paint, the tightness of the shock absorber and wheel hub connection bolts, the chassis scratch damage, and the sensor installation area obstruction of the vehicle to be tested.

[0044] It should be noted that after the vehicle data interface system automatically receives and parses the vehicle information and operating condition requirements, it starts the automated acceptance system that integrates visual inspection, torque sensor and laser scanning. In real time, it performs non-contact inspection on the integrity of the vehicle body paint, the tightness of the shock absorber and wheel hub connecting bolts, the condition of chassis scratch damage and the obstruction of sensor installation area. This ensures that the vehicle appearance meets the test specifications and provides a bias-free and quantifiable benchmark for subsequent cable displacement data collection.

[0045] Furthermore, step S21 specifically includes the following steps: Based on the vehicle information and the operating condition requirements, activate the automated acceptance system; The visual inspection module of the automated acceptance system performs image recognition and analysis on the integrity of the paint surface of the vehicle under test. The torque sensor in the automated acceptance system automatically detects the tightness of the shock absorber and wheel hub connection bolts of the vehicle under test. The automated acceptance system automatically detects the chassis scratch damage of the vehicle under test using a laser scanner. The automated acceptance system automatically detects the obstruction status of the sensor installation area of ​​the vehicle under test using infrared sensors.

[0046] Understandably, the integrated automated acceptance system is automatically activated based on vehicle information and operating conditions. The visual inspection module performs image recognition and analysis on the integrity of the vehicle body paint to assess the coating integrity. The torque sensor automatically detects the tightness of the shock absorber and wheel hub connection bolts to confirm the reliability of the mechanical connection. The laser scanner automatically assesses the chassis scratch damage to quantify the degree of surface damage. The infrared sensor automatically detects the obstruction of the sensor installation area to ensure that the measurement points are unobstructed. This achieves contactless, high-precision, and fully automated verification of the vehicle's appearance, providing accurate and quantifiable benchmark data for subsequent cable displacement data collection.

[0047] Step S22: Start the preset working conditions through the vehicle control system and conduct a test run on the vehicle to be tested.

[0048] Understandably, the vehicle control system automatically loads preset dynamic operating conditions to perform trial runs in order to verify the power system response, steering sensitivity, and braking stability, ensuring that the vehicle's basic condition meets the requirements of the cable displacement test.

[0049] Furthermore, step S22 specifically includes the following steps: The vehicle control system initiates a preset working condition and automatically loads a preset dynamic road surface model based on the preset working condition. The powertrain controller automatically executes acceleration or deceleration operations, and monitors the engine speed changes and torque output smoothness of the test vehicle in real time. The steering system controller automatically executes changes in the steering wheel angle and monitors the steering response delay of the vehicle under test in real time. The braking system controller automatically performs gentle braking operations and monitors the straightness of the braking trajectory and braking feedback of the test vehicle in real time.

[0050] It should be understood that by automatically initiating preset operating conditions through the vehicle control system, the system seamlessly loads preset dynamic road surface models (such as the first comprehensive road, the second ring road, and Belgian roads) based on the operating condition requirements, accurately simulating the real road environment; the power system controller automatically executes acceleration and deceleration operations, collects and analyzes engine speed change curves and torque output smoothness data in real time, ensuring that the power response is smooth without jerking or abnormal fluctuations; the steering system controller automatically adjusts the steering wheel angle change, synchronously monitors the steering response delay time, and verifies whether the steering sensitivity meets the design standards; the braking system controller automatically implements gentle braking operations, tracks the straightness of the braking trajectory and the feedback characteristics of the brake pedal in real time, and eliminates risks such as sideslip and vibration, thereby completing the closed-loop verification of vehicle dynamic performance without human intervention, providing a stable and repeatable vehicle basic state benchmark for the acquisition of cable displacement data, and significantly improving the automation level and data reliability of the test process.

[0051] This embodiment, through the above-described scheme, uses the vehicle information and operating condition requirements to activate the automated acceptance system, which performs real-time detection of the integrity of the vehicle body paint, the tightness of the shock absorber and wheel hub connection bolts, the state of chassis scratch damage, and the obstruction of sensor installation areas. The vehicle control system initiates preset operating conditions to test the vehicle. This automated acceptance system enables non-contact real-time detection of the vehicle body paint integrity, the tightness of the shock absorber and wheel hub connection bolts, the state of chassis scratch damage, and the obstruction of sensor installation areas. It also automatically initiates preset operating conditions to verify the powertrain response, steering sensitivity, and braking stability, ensuring that the vehicle's basic condition meets the test specifications. This provides accurate, stable, and repeatable benchmark conditions for cable displacement data acquisition, significantly improving the reliability and consistency of the overall vehicle test data.

[0052] Furthermore, Figure 5 This is a flowchart illustrating the fourth embodiment of the whole vehicle cable displacement test method of the present invention, as shown below. Figure 5 As shown, based on the first embodiment, a fourth embodiment of the vehicle cable displacement test method of the present invention is proposed. In this embodiment, step S30 specifically includes the following steps: Step S31: Based on the measured point location information, collect the wire displacement data in real time through the wire displacement sensor array to obtain the collected data.

[0053] It should be noted that, based on the location information of the measuring points, the displacement change data of each measuring point is collected in real time by the wire displacement sensor array when the vehicle is running under specified dynamic conditions. This obtains high-precision, continuous displacement time series raw data, ensuring that the data acquisition process is complete and free from interference, and providing a complete and reliable raw data foundation for subsequent displacement analysis, anomaly detection and test report generation.

[0054] Step S32: Automatically analyze the collected data, check the connection status between the pull head and the bracket, the disconnection or jamming of the pull wire, the risk of sensor detachment, and the integrity of the communication line, and generate a pull wire displacement test report containing displacement waveform diagram, abnormal records, corresponding working condition data, and conclusions.

[0055] Understandably, the system automatically analyzes the collected data in real time, accurately checks the connection status between the cable head and the bracket, the disconnection or jamming of the cable, the risk of sensor detachment, and the integrity of the communication line. It generates a structured cable displacement test report that includes displacement waveform diagrams, abnormal event records, corresponding data for operating conditions, and conclusions. This ensures the reliability, traceability, and consistency of the test data, providing objective and accurate data support for the design verification and performance optimization of vehicle suspension systems.

[0056] In the specific implementation, the test sample preparation includes: 4 sets of wire displacement sensors that meet the test requirements, 4 matching wire displacement data sampling lines, 1 set of wire displacement acquisition equipment and power cord, 1 set of data sampling equipment and power cord, matching display screen, 1 high-power lithium battery, wire displacement bracket, AB glue, electric polisher, alcohol, marker pen, and non-woven fabric.

[0057] Equipment: A pull-wire displacement sensor that converts the amount of cable extension or retraction into an electrical signal.

[0058] Typical setup: The sensor is fixed to the vehicle frame and a cable is connected to the component being measured (such as the brake pedal or suspension arm).

[0059] Data output: Displacement-time curve, used to analyze parameters such as peak value and rebound rate.

[0060] Through these tests, automakers can systematically evaluate the mechanical behavior of vehicles under real-world conditions, providing data support for design improvements and user safety.

[0061] 1. Receive the task order. The test task order will contain relevant vehicle information, as well as the test items and operating conditions.

[0062] 2. On-site vehicle reception, including: 2.1. Visually inspect the vehicle, check for any defects in the vehicle's appearance, and make a record.

[0063] 2.2. Run the vehicle on a trial basis to check for any malfunctions and record the results.

[0064] 3. Confirm the location and number of wire displacement measuring points. Whether the measuring point location is correct determines whether the measured data can intuitively reflect the true condition of the automotive component under test and whether it meets customer needs.

[0065] In vehicle performance optimization and tuning, cable displacement sensors are typically used to accurately measure the dynamic displacement or deformation of critical components, especially in the tuning of suspension, chassis, and powertrain systems. The following are the main locations requiring cable displacement measurement and their application scenarios: 3.1. Suspension System — Measure the travel of the shock absorbers (shock absorbers).

[0066] Measure the real-time displacement of the suspension during compression and rebound to optimize spring stiffness, shock absorber damping, and suspension geometry.

[0067] Confirm the cable displacement positions of the four shock absorbers. Drive the vehicle to the lift and remove all four tires. The vertically arranged cylindrical automotive components exposed inside the tires are the shock absorbers. From the appearance, shock absorbers can be divided into two types: those with springs and those without. The cable displacement sensors are placed 10cm from the top of the cylindrical shock absorber. Mark the measurement point position by drawing a circle with an X in the middle. A total of four cable displacement sensors are needed.

[0068] 3.2. Tire and Wheel Hub—Measuring the Displacement Change of the Tire Ground Wire To confirm the displacement position of the four wheel center lines, draw circles on the vehicle body directly above the four wheel centers with a cross in the middle to mark the measurement point positions. Use this to mark the measurement points for the left front, right front, left rear, and right rear wheel center pairs.

[0069] 4. Prepare the wire displacement sensor, data sampling equipment and accessories, and mark them accordingly.

[0070] 4.1. Depending on the distance of the pull wire, a pull wire displacement sensor with a length of 1000mm is required.

[0071] 4.2. A communication cable is required to connect the wire displacement sensor and the data sampling device, and this connection needs to be soldered.

[0072] 4.2.1. The pull wire displacement has three wires: 5-10V power supply positive, power supply negative, and signal positive.

[0073] 4.2.2. Communication cables with Remo connectors also have a 5-10V power supply positive, power supply negative, signal positive, and signal negative terminal.

[0074] 4.2.3. Connect the positive power supply of the wire displacement device to the positive power supply of the Remo head, connect the negative power supply of the wire displacement device to the negative power supply and signal negative of the Remo head, and connect the positive signal of the wire displacement device to the positive signal of the Remo head.

[0075] 4.2.4. After the connection is completed, the three wires of the power supply positive terminal, power supply negative terminal and signal positive terminal need to be soldered with a soldering iron and solder wire, and covered with heat shrink tubing. Then, wrap each wire three times with electrical tape. Finally, wrap all three wires three times with electrical tape.

[0076] 4.3. Prepare the data sampling equipment, communication cable, and power cable. Place the data sampling equipment in the left rear seat position.

[0077] 4.4. Prepare a label printer. Download the printing app on your phone and connect your phone to the printer via Bluetooth. Print the corresponding labels according to the customer's list of cable displacement sensors, as follows: Left front shock absorber cable displacement, Right front shock absorber cable displacement, Left rear shock absorber cable displacement, Right rear shock absorber cable displacement, Left front wheel center cable displacement, Right front wheel center cable displacement, Left rear wheel center cable displacement, Right rear wheel center cable displacement.

[0078] 5. Install the wire displacement sensor.

[0079] 5.1. Clean the installation location of the wire displacement sensor.

[0080] 5.1.1. For shock absorber cable displacement sensors, the marked measuring points need to be sanded with an electric grinder or sandpaper to remove paint and uneven bumps, ensuring that the measuring point surface is flat, clean and smooth.

[0081] 5.1.2. For the cable displacement sensor located above the wheel center on the vehicle body, simply wipe the surface clean with alcohol.

[0082] 5.2. Confirm the direction of the wire displacement. The wire displacement sensor consists of a sensor body and a pull head.

[0083] 5.2.1 Installation of the main body of the cable displacement sensor; Based on the principle that the cable outlet direction is vertically downward, select a suitable mounting surface for the sensor and install it on the vehicle body at the location of the vehicle measuring point. For example, if the cable head is downward and the side of the sensor body faces the mounting surface of the vehicle, use side mounting; if the cable head is downward and the top of the sensor body faces the mounting surface of the vehicle, use top mounting. Mark the sensor mounting surface and the mounting surface of the vehicle body with a marker to make a cross mark.

[0084] 5.2.2. Confirm the position of the fixed bracket required for the pull head of the wire displacement sensor; pull the pull head out to the fixed bracket position, ensuring that the main body of the wire displacement sensor, the pull wire, and the fixed bracket are on the same coaxial line. If they cannot be on the same coaxial line, the fixed bracket needs to be re-processed or adjusted to ensure that the main body of the wire displacement sensor, the pull wire, and the fixed bracket are on the same coaxial line; after confirmation, mark the fixed bracket installation position with a "+" mark with a marker.

[0085] 5.3. Prepare the glue; prepare a clean, open box, squeeze out an amount of glue A the size of a broad bean, squeeze out an amount of glue B the size of a broad bean, use a brush to mix glue A and glue B evenly in a 1:1 ratio, wait 3 minutes when the temperature is below 10 degrees Celsius, wait 2 minutes when the temperature is between 10 and 20 degrees Celsius, and wait 1 minute when the temperature is above 20 degrees Celsius, until the mixed glue is a semi-solid colloid.

[0086] 5.4. Apply glue; use a brush to evenly apply the mixed glue to the mounting surface of the wire displacement sensor.

[0087] 5.5. Glue setting; Attach the glued wire displacement sensor to the vehicle body measuring point polished in step 3 in the direction determined in step 5.2, and hold it down with your hand. Wait 3 minutes when the temperature is below 10 degrees Celsius, 2 minutes when the temperature is between 10 and 20 degrees Celsius, and 1 minute when the temperature is above 20 degrees Celsius.

[0088] 5.6. Install the guy wire displacement fixing bracket. Repeat steps 5.3 to 5.5, and install the guy wire displacement fixing bracket using similar steps.

[0089] 5.7. Fixing the pull head of the wire displacement sensor: First, pull the pull head out of the sensor body and pull it to the position of the fixed bracket. Then, use a cable tie to pass through the pull head of the wire displacement sensor on one side and through the hole of the fixed bracket on the other side. Tighten the cable tie to fix it and cut off the excess part with scissors.

[0090] 5.8. Install other wire displacement sensors using this method.

[0091] 6. Lay out the cable displacement communication line; connect the other end of the communication line of the cable displacement sensor to the female connector of the Remo quick-connect plug of the data sampling device. Use a combination of nylon cable ties, self-adhesive cable ties, and black tape to bundle the cable displacement line to the left rear seat position.

[0092] 6.1. Arrangement of shock absorber guy wire displacement communication line.

[0093] 6.1.1. The cable displacement communication line of the left front shock absorber is attached and fixed along the inside of the tire body to the lower edge of the chassis behind the left front tire, ensuring that the tire will not rub against the cable displacement sensor during vehicle operation.

[0094] 6.1.2. The cable displacement communication line of the right front shock absorber is attached and fixed along the inside of the tire body to the lower edge of the chassis behind the right front tire to ensure that the tire will not rub against the cable displacement sensor during vehicle operation.

[0095] Then, gather and attach the cable along the subframe of the chassis towards the left front wheel. When the cable displacement sensor communication line of the right front shock absorber and the cable displacement communication line of the left front shock absorber are joined together, attach and attach the cable upwards along the left side of the vehicle body of the driver's side door to the left front A-pillar. Then attach and attach the cable upwards along the A-pillar to the top of the left rear door glass. Enter the left rear seat from inside the left rear door glass.

[0096] 6.1.3. The cable for the left rear shock absorber is routed upwards along the right side of the vehicle body to the inside of the left rear window.

[0097] 6.1.4. The right rear shock absorber's cable displacement communication line is laid and bundled along the gap between the fuel tank and the rear axle under the vehicle chassis, and is joined with the left rear shock absorber's cable displacement communication line. It is then led upwards along the right side of the vehicle body to the left rear window. The right rear shock absorber's cable displacement communication line is higher than the lowest point of the chassis to prevent the sensor communication line from being disconnected due to scraping against foreign objects during vehicle movement.

[0098] 6.1.5. For the communication lines of the shock absorber displacement sensors on the right front and right rear, the cable displacement on the right side of the car needs to pass through the car chassis to the left side, where it converges with the cable displacement on the left side. When the cable displacement communication line passes through the exhaust pipe, it needs to be cleaned with alcohol above the exhaust pipe and secured with an adhesive cable tie to prevent it from being disconnected or even burned by the exhaust pipe when the car is running.

[0099] 6.2. Arrangement of communication lines for wheel center displacement sensors.

[0100] 6.2.1. The communication cable of the left front wheel center displacement sensor is attached and fixed to the left front A-pillar along the left front of the vehicle body using self-adhesive cable ties.

[0101] 6.2.2. The communication cable of the right front wheel center displacement sensor is attached and fixed to the right front A-pillar along the left front of the vehicle body using self-adhesive cable ties. It continues to be joined with the communication cable of the left front wheel center displacement sensor along the upper edge of the roof windshield, and then attached and fixed together along the upper edge of the left roof to the inside of the left rear window.

[0102] 6.2.3. The communication cable for the left rear wheel center displacement sensor is attached and fixed to the left rear C-pillar by self-adhesive cable ties along the left rear of the vehicle body, and then enters the left rear seat along the left rear window.

[0103] 6.2.4. The communication cable of the right rear wheel center displacement sensor is attached and fixed to the right rear C-pillar by self-adhesive cable ties along the right rear of the vehicle body. Then, it is attached and fixed along the roof and joined together with the communication cable of the left rear wheel center displacement sensor to the left rear seat.

[0104] 7. Connect the data sampling device.

[0105] 7.1. Pick out the Remo connectors of the wire displacement sensor communication lines in sequence according to the measurement point positions.

[0106] 7.2. Connect the connectors with Remo connectors one by one on the data sampling device board in the order from top to bottom and from left to right. Note that the red mark on the Remo connector should face to the left for a proper connection.

[0107] 7.3. Finally, all Remo connectors of the wire displacement communication line are connected to the data sampling device.

[0108] 7.4. Connect the power cord of the data sampling device and turn on the power of the data sampling device.

[0109] 8. Configure the waveform diagram of the wire displacement channel.

[0110] 8.1. Open the data acquisition and analysis software.

[0111] 8.2. Create a new test interface to ensure that all channels can be placed on one test interface. If it is not enough, add another test interface until all channels can be stored normally.

[0112] 8.3. Add a waveform graph to the test interface, with one waveform graph corresponding to one wire displacement sensor; configure the data sampling information of wire displacement.

[0113] 8.3.1. Open Channel Button.

[0114] 8.3.2. Edit the waveform diagram name, such as the left front shock absorber cable displacement: lxwy-lfjzq. This unified prefix makes it easier to set the waveform to zero.

[0115] 8.3.3. Amplifier Options: Select Voltage for Measurement Type; Select 10V for Mileage; Select Auto-8-Bessel for Low-Pass Filter; Select DC for Coupling Method; Select 0 for SensorDelay.

[0116] 8.3.4. Voltage setting: Turn on the excitation voltage and select 10V.

[0117] 8.3.5. Sensor coefficient: Select the two-point scaling method, with the unit being mm. The first point, 0V, corresponds to 0mm; the second point, 10V, corresponds to 1000mm. Similarly, set the parameters for all wire displacements in this manner.

[0118] 8.3.6. Display all the configured parameters on the corresponding waveform graphs to obtain the waveform graphs for all channels.

[0119] 8.3.7. Save the configuration. Name the file including the date and the test vehicle model.

[0120] 9. Run the test according to the manufacturer's requirements. The test road conditions include the first comprehensive road, the second ring road, the Belgian road, and the second comprehensive road.

[0121] 9.1. Different working conditions require different tests for cable displacement. The first comprehensive road test mainly tests the overall performance of the vehicle on various uneven road surfaces, which facilitates the optimization and improvement of the overall performance of the vehicle during the research and development and tuning stages.

[0122] 9.2. The Belgian road test primarily assesses the user experience of vehicles, helping automakers provide a more comfortable and stable driving experience and meet user expectations for vehicle performance.

[0123] 9.3. Braking test mainly tests the braking performance of a vehicle. It can test whether the vehicle can quickly reduce its speed within a short distance and test the vehicle's braking performance.

[0124] 9.4. The variable wave washboard road test can simultaneously test the vehicle's overall performance on bumpy roads and when turning. A large lateral G-value indicates that the vehicle has strong stability and grip when turning.

[0125] 9.5. The specific operating procedures for the test conditions are as follows: 9.5.1. Drive the vehicle to the required working surface, which may include cobblestone road, long-wave road, short-wave road, resonant road, stone strip road, twisted road, noise road, Belgian road, etc.

[0126] 9.5.2. Drive at the speed specified for each working condition, and at the same time turn on the data sampling equipment to start recording the displacement data of the cable.

[0127] 9.5.3. Run each operating condition three times, and mark each condition to distinguish it. Continue until all required operating conditions are completed.

[0128] Each operating condition is run three times, and each condition is marked to distinguish it; this continues until all required operating conditions are completed.

[0129] As shown in Table 1 below, Table 1 is an example table of test conditions:

[0130] 10. Analyze whether the wire displacement data is normal.

[0131] Wire displacement sensors can be used for fault diagnosis. By monitoring abnormal changes in wire displacement, potential mechanical problems can be detected in a timely manner, thus preventing safety accidents. The following situations may occur with the wire.

[0132] 10.1. The pull head and bracket are disconnected, and the value is 0.

[0133] 10.2. The pull wire is broken, and the value is 0.

[0134] 10.3. The pull wire is stuck and cannot spring back; the value remains fixed.

[0135] 10.4. The wire displacement sensor has fallen off, and the value remains unchanged or does not change according to the working conditions.

[0136] 10.5. The communication line of the wire displacement sensor is disconnected, and there is no signal for the wire displacement sensor.

[0137] 10.1. First, check if there is any missing signal in the cable displacement channel. If there is a missing signal, causing the signal to be interrupted, it may be a communication line fault. In this case, it is necessary to check the communication line, find the break point, and reconnect the line to restore the fault.

[0138] 10.2. Next, check if the pull wire displacement channel signal is constantly trending towards zero; it may be that the pull head and bracket are disconnected, or the pull wire is disconnected; check the pull wire displacement sensor. If the pull head and bracket are disconnected, reconnect the pull head; if the pull wire is disconnected, the pull wire displacement sensor needs to be removed and reinstalled.

[0139] 10.3. Next, check if the cable displacement channel signal remains stationary. It could be due to a stuck cable or a detached cable displacement sensor. If the cable is stuck, the cable displacement sensor needs to be replaced and reinstalled. If the cable displacement sensor is detached and there are no other faults, the cable displacement sensor needs to be reinstalled.

[0140] 11.1. If the test data is normal, the test is over and the wire displacement data is processed. After the test, each working condition is confirmed to be correct, and the corresponding data for each working condition is found. The data for each working condition can then be broken down, saved, and sent to the customer.

[0141] 11.2. If the wire displacement data is abnormal, investigate and resolve the cause, then repeat step 10. After the test, verify each working condition using the software. If a fault is found, find the corresponding data for that working condition, find the cause according to step 8, resolve it, and then repeat steps 5 to 10 until the data is completely accurate.

[0142] 12. If the wire displacement test data is normal, issue a test report; after repeated final confirmation, if the wire displacement test data is correct, then the test report can be issued.

[0143] 12.1. Photo confirmation, including an overview of the prototype vehicle.

[0144] 12.2. Confirmation of prototype vehicle parameter information. This includes vehicle model, prototype vehicle VIN code, tire specifications, and tire pressure.

[0145] 12.3. Confirmation of testing time and location.

[0146] 12.4. Testing Basis: Each test requires a road load acquisition test outline.

[0147] 12.5. Load Confirmation. Depending on the requirements, there will be specific requirements for no-load, half-load, and full-load operation.

[0148] 12.6. Testing conditions; Data collection shall be carried out according to the required load conditions and the prescribed working conditions route. Three sets of valid data shall be collected for each load condition. The sampling frequency shall be 1000Hz and the output data file format shall be rsp.

[0149] 12.7. Test Channel Details; including channel name and unit measurement point information.

[0150] 12.8. Measurement point installation details, including the name, channel number, manufacturer / model / number of each channel.

[0151] It should be noted that the automatic marking of measurement point locations includes: The vehicle is automatically lifted to a designated height using the lift control system, and all four tires are automatically removed. The laser positioning system automatically places the wire displacement sensor on the upper part of the shock absorber, 10cm away from the top, and automatically marks the position of the measuring point through the marking and coding system. The laser marking system automatically draws circles and crosses on the vehicle body directly above the center of each of the four tires, marking the position of the wheel center measurement point.

[0152] The cleaning and fixing of measuring points includes: The electric grinder's execution system automatically grinds the installation position of the shock absorber's wire displacement sensor; The alcohol spraying system automatically wipes the area above the wheel arches on the vehicle body. The adhesive mixing and coating system automatically adjusts the waiting time according to the ambient temperature (3 minutes when the temperature is ≤10℃, 2 minutes when the temperature is 10℃ < ≤20℃, and 1 minute when the temperature is >20℃) until the adhesive becomes a semi-solid colloid, and then automatically completes the sensor fixation.

[0153] Automatic communication line layout includes: The communication cable bundling system automatically attaches the left front shock absorber communication cable along the inside of the tire to the lower edge of the chassis behind the left front tire; The communication cable bundling system automatically attaches the right front shock absorber communication cable along the inside of the tire to the lower edge of the chassis behind the right front tire, and then bundles it along the upper subframe of the chassis towards the left front wheel. The communication cable bundling system automatically guides the left rear shock absorber communication cable upwards along the right side of the vehicle body to the left rear window. The communication cable bundling system automatically lays the right rear shock absorber communication cable along the gap between the fuel tank and the rear axle under the chassis, and at a height higher than the lowest point of the chassis.

[0154] Automatic configuration of the data acquisition system includes: The channel waveform configuration system automatically sets the voltage to 10V, the sensor coefficient scaling type to two-point method, and the unit to mm. The first point is that 0V automatically corresponds to 0mm, and the second point is that 10V automatically corresponds to 1000mm.

[0155] The preset working conditions include the first comprehensive road, the second ring road, Belgian road, long wave road, C-twist road, washboard road, large cobblestone road, stone strip road, serpentine cobblestone road, water crossing road, RH (over manhole cover), variable pitch long wave road, variable pitch washboard road, railway crossing, RH (over transverse slope), stone road, pothole AB, resonant road, joint road and vibration road.

[0156] This embodiment, through the above-described scheme, uses the measured point location information to collect cable displacement data in real time via a cable displacement sensor array, obtaining the collected data. The collected data is automatically analyzed to verify the connection status between the cable head and the bracket, cable disconnection or jamming, sensor detachment risk, and communication line integrity. A cable displacement test report is generated, including displacement waveform diagrams, anomaly records, corresponding operating condition data, and conclusions. This standardized testing process eliminates measurement errors caused by differences in operator experience, ensuring high consistency of cable displacement data for the same vehicle at different times or under different operators. This significantly improves the reliability and repeatability of the vehicle cable displacement test, providing accurate and objective data support for vehicle suspension system design verification, performance optimization, and fault diagnosis.

[0157] Accordingly, the present invention further provides a whole vehicle cable displacement testing device.

[0158] Reference Figure 6 , Figure 6 This is a functional block diagram of the first embodiment of the whole vehicle wire displacement testing device of the present invention.

[0159] In the first embodiment of the vehicle cable displacement testing device of the present invention, the vehicle cable displacement testing device includes: The data acquisition module 10 is used to acquire vehicle information, operating condition requirements, and measurement point location information of the vehicle to be tested.

[0160] The acceptance and trial operation module 20 is used to conduct vehicle appearance acceptance and trial operation based on the vehicle information and the operating conditions.

[0161] The report generation module 30 is used to collect wire displacement data based on the measurement point location information, analyze the collected data, and generate a wire displacement test report.

[0162] The steps for implementing each functional module of the whole vehicle cable displacement test device can be referred to in the various embodiments of the whole vehicle cable displacement test method of the present invention, and will not be repeated here.

[0163] Furthermore, this embodiment of the invention also proposes a storage medium storing a whole vehicle cable displacement test program, which, when executed by a processor, performs the operations described in the above embodiment of the whole vehicle cable displacement test method.

[0164] Those skilled in the art will understand that all or part of the steps in the methods described above can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium is a computer-readable storage medium, including: a USB flash drive, a portable hard drive, and a read-only memory (ROM). Various media that can store program code, such as only memory, random access memory (RAM), magnetic disks or optical disks.

[0165] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0166] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0167] The above are merely preferred embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for testing the displacement of a whole vehicle using cable tensioning, characterized in that, The whole vehicle pull wire displacement test method comprises: Obtaining vehicle information, working condition requirements and measuring point position information of a vehicle to be tested; According to the vehicle information and the working condition requirements, vehicle appearance acceptance and trial operation are carried out; According to the measuring point position information, pull wire displacement data collection is carried out, the collected data is analyzed, and a pull wire displacement test report is generated.

2. The whole vehicle tension link displacement test method according to claim 1, wherein The vehicle information, working condition requirements and measuring point position information of the vehicle to be tested are obtained, comprising: Receiving a test task sheet, analyzing the content of the test task sheet through a vehicle data interface, and extracting the vehicle information, working condition requirements and measuring point position information corresponding to the vehicle to be tested.

3. The whole vehicle drag link displacement test method according to claim 2, wherein The receiving of the test task sheet, the analysis of the content of the test task sheet through the vehicle data interface, and the extraction of the vehicle information, working condition requirements and measuring point position information corresponding to the vehicle to be tested, comprises: Receiving a test task sheet, analyzing the content of the test task sheet through a vehicle data interface system, automatically extracting the vehicle type, chassis structure parameters and configuration details of the vehicle to be tested, and generating vehicle information; Automatically associating a preset working condition library to extract working condition requirements; Automatically calling a measuring point position database to output four shock absorber pull wire displacement positions and four wheel hub pull wire displacement positions, and taking the shock absorber pull wire displacement positions and the wheel hub pull wire displacement positions as measuring point position information.

4. The whole vehicle drag link displacement test method according to claim 1, wherein According to the vehicle information and the working condition requirements, vehicle appearance acceptance and trial operation are carried out, comprising: According to the vehicle information and the working condition requirements, starting an automatic acceptance system to detect the body paint integrity, shock absorber and hub connecting bolt fastening state, chassis scratch damage state and sensor installation area shielding state of the vehicle to be tested in real time; Starting a preset working condition through a vehicle control system to perform trial operation on the vehicle to be tested.

5. The whole vehicle drag link displacement test method according to claim 4, wherein According to the vehicle information and the working condition requirements, starting an automatic acceptance system to detect the body paint integrity, shock absorber and hub connecting bolt fastening state, chassis scratch damage state and sensor installation area shielding state of the vehicle to be tested in real time, comprising: Starting an automatic acceptance system according to the vehicle information and the working condition requirements; Image recognition and analysis of the body paint integrity of the vehicle to be tested is carried out through a visual detection module of the automatic acceptance system; The shock absorber and hub connecting bolt fastening state of the vehicle to be tested is automatically detected through a torque sensor of the automatic acceptance system The chassis scratch damage state of the vehicle to be tested is automatically detected through a laser scanner of the automatic acceptance system; The sensor installation area shielding state of the vehicle to be tested is automatically detected through an infrared sensor of the automatic acceptance system.

6. The whole vehicle drag link displacement test method according to claim 4, wherein Starting a preset working condition through a vehicle control system to perform trial operation on the vehicle to be tested, comprising: Starting a preset working condition through a vehicle control system, and automatically loading a preset dynamic road model according to the preset working condition; Automatically performing acceleration or deceleration operation through a power system controller to monitor the engine speed change and torque output smoothness of the vehicle to be tested in real time; The steering wheel angle change is automatically performed by a steering system controller, and the steering response delay of the vehicle to be tested is monitored in real time. The light braking operation is automatically performed by a braking system controller, and the braking trajectory straightness and brake feedback of the vehicle to be tested are monitored in real time.

7. The whole vehicle drag link displacement test method according to claim 1, wherein The displacement data of the pull wire is collected according to the position information of the measuring point, the collected data is analyzed, and a pull wire displacement test report is generated, including: The displacement data of the pull wire is collected in real time according to the position information of the measuring point through a pull wire displacement sensor array, and the collected data is obtained. The collected data is automatically analyzed to check the connection state of the pull head and the support, the pull wire disconnection or jamming condition, the sensor falling risk and the communication line integrity, and a pull wire displacement test report is generated, including a displacement waveform diagram, abnormal records, working condition corresponding data and conclusions.

8. A whole vehicle drag link displacement test device characterized by comprising: The whole vehicle pull wire displacement test device comprises: A data acquisition module is configured to acquire vehicle information, working condition requirements and measuring point position information of a vehicle to be tested. An acceptance test running module is configured to perform vehicle appearance acceptance and test running according to the vehicle information and the working condition requirements. A report generation module is configured to collect pull wire displacement data according to the position information of the measuring point, analyze the collected data, and generate a pull wire displacement test report.

9. A whole vehicle drag link displacement test apparatus characterized by comprising: The whole vehicle pull wire displacement test device comprises a memory, a processor and a whole vehicle pull wire displacement test program stored on the memory and executable on the processor, and the whole vehicle pull wire displacement test program is configured to implement the steps of the whole vehicle pull wire displacement test method according to any one of claims 1 to 7.

10. A storage medium, characterized by The storage medium stores a whole vehicle pull wire displacement test program, and the whole vehicle pull wire displacement test program is executed by the processor to implement the steps of the whole vehicle pull wire displacement test method according to any one of claims 1 to 7.

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