Passenger car axle head load extraction method, device, equipment and storage medium

Abstract

This application discloses a method, apparatus, device, and storage medium for extracting axle loads in passenger vehicles, relating to the field of vehicle testing technology. The method includes: acquiring vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of the passenger vehicle during operation; performing multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquiring excitation test data and calculating a frequency response relationship based on the excitation test data, wherein the excitation test data is obtained by using a rigid mass block instead of tires for excitation testing; and calculating the axle load based on the reference spectral response matrix and the frequency response relationship. This application improves the accuracy of axle load extraction.

Description

Technical Field

[0001] This application relates to the field of vehicle testing technology, and in particular to a method, apparatus, equipment, and storage medium for extracting axle loads of passenger vehicles. Background Technology

[0002] In vehicle road noise simulation development, obtaining accurate wheel axle loads is crucial. Direct measurement methods face difficulties due to the need for sensors to withstand large loads, high measurement bandwidth requirements, and installation issues that alter the system's dynamic characteristics, leading to distorted measurement results. Therefore, improving the accuracy of axle load extraction remains a problem to be solved.

[0003] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this application is to provide a method, apparatus, device, and storage medium for extracting axle loads from passenger vehicles, aiming to solve the technical problem of how to improve the accuracy of axle load extraction.

[0005] To achieve the above objectives, this application proposes a method for extracting axle head loads of passenger vehicles, the method comprising:

[0006] Vibration acceleration signals were collected from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle during driving. The vibration acceleration signal is subjected to multi-reference cross-power spectrum analysis and singular value decomposition to obtain the reference spectral response matrix; The excitation test data is obtained, and the frequency response relationship is calculated based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. The shaft head load is calculated based on the relationship between the reference spectral response matrix and the frequency response.

[0007] In one embodiment, the step of acquiring stimulus test data and calculating the frequency response relationship based on the stimulus test data includes: Acquire excitation test data, which includes at least the excitation force signal applied to the rigid mass block, the coordinate data of the measuring points on the rigid mass block, the first vibration response signal of the rigid mass block, and the second vibration response signal of the steering knuckle. The coordinate data of the measuring points includes excitation point coordinate data and response point coordinate data. Based on the first vibration response signal and the coordinate data of the measuring point, the six-degree-of-freedom motion vector of the rigid mass block at the shaft head is calculated. Based on the excitation force signal and the coordinate data of the measuring point, calculate the six-degree-of-freedom force vector equivalent to the shaft head point; The frequency response relationship is calculated based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block.

[0008] In one embodiment, the step of calculating the six-degree-of-freedom motion vector of the rigid mass block at the shaft end point based on the first vibration response signal and the measurement point coordinate data includes: Construct a first linear transformation matrix based on the coordinate data of the measurement points; The first vibration response signal is solved by using the generalized inverse matrix of the first linear transformation matrix to obtain the six-degree-of-freedom motion vector.

[0009] In one embodiment, the step of calculating the six-degree-of-freedom force vector equivalent to the shaft head point based on the excitation force signal and the measurement point coordinate data includes: Construct a second linear transformation matrix based on the coordinate data of the measurement points; The excitation force signal is multiplied by the second linear transformation matrix to obtain the six-degree-of-freedom force vector.

[0010] In one embodiment, the step of calculating the frequency response relationship based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block includes: Based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, and the inertial parameters of the rigid mass block, the first frequency response function matrix of the force exerted by the steering knuckle on the axle end point to the total motion acceleration response of the rigid mass block is calculated; Based on the second vibration response signal and the six-degree-of-freedom force vector, calculate the second frequency response function matrix from the hammer impact point on the rigid mass block to the steering knuckle vibration response point; The frequency response relationship is calculated based on the first frequency response function matrix, the second frequency response function matrix, and the inertial parameters of the rigid mass block.

[0011] In one embodiment, the step of performing multi-reference cross-power spectral analysis and singular value decomposition on the vibration acceleration signal to obtain the reference spectral response matrix includes: Select a reference point signal from the vibration acceleration signal; Perform a Fourier transform on the vibration acceleration signal and the reference point signal to obtain the transformed signal; The multi-reference cross-power spectrum matrix is ​​calculated based on the transformed signal; Singular value decomposition is performed on the multi-reference cross-power spectrum matrix to obtain the virtual reference spectrum; The reference spectral response matrix is ​​obtained by calculating based on the virtual reference spectrum and the multi-reference cross-power spectrum matrix.

[0012] In one embodiment, the step of calculating the shaft head load based on the reference spectral response matrix and the frequency response relationship includes: Extract mutually independent principal components from the reference spectral response matrix; The corresponding shaft head load component is obtained by performing calculations based on the relationship between the principal component and the frequency response. The final shaft head load is obtained by summing the multiple shaft head load components.

[0013] Furthermore, to achieve the above objectives, this application also proposes a passenger vehicle axle head load extraction device, the passenger vehicle axle head load extraction device comprising: The acquisition module is used to acquire vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle when it is in motion. The analysis module is used to perform multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain the reference spectral response matrix; The testing module is used to acquire excitation test data and calculate the frequency response relationship based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. The calculation module is used to calculate the shaft head load based on the relationship between the reference spectral response matrix and the frequency response.

[0014] In addition, to achieve the above objectives, this application also proposes a passenger vehicle axle head load extraction device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the passenger vehicle axle head load extraction method as described above.

[0015] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the passenger vehicle axle head load extraction method described above.

[0016] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the passenger vehicle axle head load extraction method described above.

[0017] This application provides a method for extracting axle load in passenger vehicles. The method involves collecting vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of the passenger vehicle during operation; performing multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquiring excitation test data and calculating the frequency response relationship based on the excitation test data, wherein the excitation test data is obtained by using a rigid mass block instead of the tire for excitation testing; and calculating the axle load based on the reference spectral response matrix and the frequency response relationship. This application improves the accuracy of axle load extraction by collecting vibration signals from multiple measuring points on the steering knuckles of a real vehicle, performing multi-reference cross-power spectrum analysis and singular value decomposition, obtaining the system frequency response relationship based on the indirect excitation test using a substitute mass block, and finally using inverse matrix operations to inversely deduce the load. This avoids interference from direct measurement on the system and effectively decouples related excitations. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating an embodiment of the passenger vehicle axle head load extraction method of this application. Figure 2 This is a flowchart illustrating Embodiment 2 of the passenger vehicle axle head load extraction method of this application; Figure 3 This is a simplified schematic diagram of the bench test of the axle load transfer function provided in Embodiment 2 of the passenger vehicle axle load extraction method of this application; Figure 4 A simplified flowchart illustrating the passenger vehicle axle head load extraction method provided in Embodiment 1 of this application; Figure 5 This is a schematic diagram of the module structure of the passenger vehicle axle head load extraction device according to an embodiment of this application; Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the passenger vehicle axle head load extraction method in the embodiments of this application.

[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0024] This application collects vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle during driving; performs multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquires excitation test data and calculates the frequency response relationship based on the excitation test data, wherein the excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing; and calculates the axle load based on the reference spectral response matrix and the frequency response relationship.

[0025] In vehicle road noise simulation development, obtaining accurate wheel axle loads is crucial. Direct measurement methods face difficulties due to the need for sensors to withstand large loads, high measurement bandwidth requirements, and installation issues that alter the system's dynamic characteristics, leading to distorted measurement results. Therefore, improving the accuracy of axle load extraction remains a problem to be solved.

[0026] This application collects vibration signals from multiple measurement points on the steering knuckle of a real vehicle and performs multi-reference cross-power spectrum analysis and singular value decomposition. Based on the system frequency response relationship obtained from the indirect excitation test using a substitute mass block, the load is finally deduced using inverse matrix operations. This avoids interference from direct measurement on the system and effectively decouples related excitations, thereby improving the accuracy of axle head load extraction.

[0027] Based on this, this application provides a method for extracting the axle head load of a passenger vehicle, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the passenger vehicle axle head load extraction method of this application.

[0028] In this embodiment, the passenger vehicle axle head load extraction method includes steps S10~S40: Step S10: Collect vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of the passenger vehicle while it is in motion; It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as a passenger vehicle axle head load extraction device. The following description uses a passenger vehicle axle head load extraction device as an example to illustrate this embodiment and the subsequent embodiments.

[0029] It should be noted that the vibration acceleration test of each wheel steering knuckle can be performed using the same method as for passenger car road noise testing. To eliminate the influence of engine excitation on the test signal and ensure sufficient broadband random road surface excitation, a standard rough asphalt road surface or an equivalent rough road surface with a local height difference of about 10mm can be selected. The test condition is a constant speed driving condition of 60km / h. Five sets of data are tested. The analysis bandwidth is 1024Hz, the resolution is 1Hz, and the number of spectral lines is 512. During the test, five vibration acceleration measurement points are arranged for each steering knuckle (suspension end). The measurement points should be as far away from the axle end as possible, and arranged in a position with high steering knuckle stiffness and easy placement, and it should be ensured that no four vibration measurement points are coplanar. The arrangement position of the vibration measurement points of each steering knuckle is photographed and recorded. The arrangement position of the suspension end vibration points in the subsequent axle end load transfer function matrix (FRF matrix) bench test must be consistent with this. All measurement points of each steering knuckle need to be measured simultaneously. Therefore, if there are enough channels, all four steering knuckles can be measured simultaneously; if there are not enough channels, each wheel is a group, and the measurement is completed in four batches; or the front wheels are a group and the rear wheels are a group, and the measurement is completed in two batches.

[0030] The acceleration signals at the measuring points are checked as follows: First, compare the root mean square (RMS) values ​​of the acceleration in each direction at the five measuring points on a single wheel to see if the levels and trends are consistent (generally, the acceleration trend at the measuring points is: Z-direction RMS > X-direction RMS > Y-direction RMS), and identify measuring points with abnormal trends and abnormal RMS levels. Second, compare the RMS values ​​of corresponding measuring points on the left and right wheels; they should be basically symmetrical, and the RMS difference should be within 0.5 m / s², thus eliminating abnormal measuring points in conjunction with the first step. Third, compare the RMS values ​​of corresponding measuring points in several sets of repeatable tests; the difference should be within 0.5 m / s², further eliminating abnormal samples. Fourth, observe the mechanical energy frequency domain signal, mainly examining whether there are abnormal peaks at 50 Hz caused by AC frequency. Based on the inspection results, for each steering knuckle, select a set of time-domain data with four effective vibration measuring points from the five vibration measuring points. Each measuring point has three vibration directions (X / Y / Z), resulting in 12 response signals. Record as follows: .

[0031] Step S20: Perform multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain the reference spectral response matrix; It should be noted that multi-reference refers to using signals from multiple positions and directions simultaneously as reference points. Cross-power spectrum refers to calculating the correlation between two signals in the frequency domain. By calculating the cross-power spectrum between all measurement points on the steering knuckle and all reference points, a complete frequency domain relationship matrix can be constructed. This matrix not only contains the vibration energy information of each point, but more importantly, it captures and preserves the correlation and phase relationship between various excitation sources. Singular value decomposition is a matrix factorization mathematical tool that can decompose a complex matrix into the product of three simpler matrices. Through these two steps, the complex and correlated vibration response during actual driving can be transformed into a series of simple and independent virtual reference spectrum responses (principal components), thus satisfying the requirement of independent input data for the subsequent inverse matrix method.

[0032] In one feasible approach, the step of performing multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain a reference spectral response matrix includes: selecting a reference point signal from the vibration acceleration signal; performing a Fourier transform on the vibration acceleration signal and the reference point signal to obtain a transformed signal; calculating a multi-reference cross-power spectrum matrix based on the transformed signal; performing singular value decomposition on the multi-reference cross-power spectrum matrix to obtain a virtual reference spectrum; and calculating a reference spectral response matrix based on the virtual reference spectrum and the multi-reference cross-power spectrum matrix.

[0033] It should be noted that for each steering knuckle, one of the four selected vibration measurement points is chosen as a reference point. That is, there are a total of four reference points, each with three vibration directions (X, Y, Z), resulting in a total of 12 reference signals, recorded as follows: Fast Fourier Transform (FFT) was performed on the 12 response signals and reference signals of each steering knuckle, and the multi-reference cross-power spectrum was calculated. The calculation formula is as follows: (Formula 1) in, The resulting multi-reference cross-power spectral response matrix is ​​represented as follows: (Formula 2) Where k=1, 2, 3, 4 represent the multi-reference cross-power spectrum matrices of the left front, right front, left rear, and right rear steering knuckles, respectively.

[0034] Then, principal component decomposition is performed. Specifically, the principal component decomposition of the multi-reference cross-power spectrum matrix obtained from the calculation of a specific steering knuckle vibration acceleration response is illustrated using an example. Singular value decomposition (SVD) is then performed on the obtained multi-reference cross-power spectrum matrix, and the calculation formula is as follows: (Formula 3) (Formula 4) in, The self-power spectrum of the virtual reference spectrum. ;satisfy The virtual reference spectra are uncorrelated with each other. The corresponding virtual reference spectrum can be obtained by calculating from the autopower spectrum of the virtual reference spectrum. .

[0035] The referenced virtual spectra of the response are calculated based on the multi-reference cross-power spectral response matrix and the virtual reference spectrum. The calculation formula is as follows: (Formula 5) in, For virtual reference spectrum The conjugate of . The recalculated steering knuckle virtual reference spectral response matrix is ​​represented as follows: (Formula 6) in , ,represent The first in the matrix The column vector, which is also the first column of the vibration response of the steering knuckle (suspension end), is... The principal component decomposition results satisfy the following conditions: The principal components are independent of each other, and the virtual reference spectra within each principal component have a consistent phase relationship. Furthermore, the earlier the principal component, the larger its proportion (corresponding to...). (The smaller the value). Each principal component response column vector can be used for subsequent inverse matrix operations and to solve for the shaft head force load.

[0036] Step S30: Obtain excitation test data and calculate the frequency response relationship based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. It should be noted that this embodiment uses a rigid mass block instead of a tire for excitation testing. Specifically, a tire needs to be removed, and a rigid mass block with known mass and inertial characteristics needs to be fabricated. This mass block is then installed in the original tire's position using the original fastening bolts. This mass block serves as a means of determining the frequency response function of the axle load at the wheel axle head position in response to the vibration of the steering knuckle (suspension end). The frequency response relationship refers to the Frequency Response Function (FRF) matrix. By striking different locations on the mass block with a hammer (providing excitation force signals), the vibration response signals of the mass block itself and the corresponding measuring points on the steering knuckle are simultaneously measured. Based on these excitation test data, combined with the known inertial parameters of the mass block and the principles of dynamics, the FRF matrix causing vibration at each measuring point of the steering knuckle when a force is applied to the axle head can be indirectly calculated.

[0037] Step S40: Calculate the shaft head load based on the relationship between the reference spectrum response matrix and the frequency response.

[0038] It should be noted that, for each independent principal component, the inverse of the FRF matrix is ​​used to deduce the force and torque (i.e., the shaft head load component) required to generate the vibration response of that component at the shaft head point. Finally, the shaft head load components corresponding to all principal components are vector-summed to obtain the final complete shaft head load.

[0039] In one feasible approach, the step of calculating the axle load based on the reference spectral response matrix and the frequency response relationship includes: extracting mutually independent principal components from the reference spectral response matrix; performing calculations based on the principal components and the frequency response relationship to obtain corresponding axle load components; and summing multiple axle load components to obtain the final axle load.

[0040] It should be noted that the axle load component at the axle end point under actual vehicle road noise conditions is assumed to be... The frequency response relationship (transfer function matrix) is [H s Then, the following relationship exists between the axle head load component, the transfer function matrix, and the principal component of the steering knuckle (suspension end) vibration acceleration response: (Formula 7) (Formula 8) In the formula The first vibration response corresponding to the steering knuckle (suspension end) The principal component decomposition results can be obtained by applying the inverse matrix rule. The final shaft head load can be calculated using the following formula: (Formula 9) Furthermore, since the earlier principal components have a larger proportion, to reduce the amount of calculation, in the actual extraction of axle load components, it is appropriate to consider extracting only the first 4-6 groups of axle load components and summing them to calculate the final resultant force of the axle load. At this point, the axle load of one wheel has been extracted; the extraction of the axle load of other wheels can be performed following the same steps.

[0041] This embodiment collects vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle during operation; performs multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquires excitation test data, and calculates the frequency response relationship based on the excitation test data, which is obtained by using a rigid mass block instead of the tire for excitation testing; and calculates the axle load based on the reference spectral response matrix and the frequency response relationship. This embodiment collects vibration signals from multiple measuring points on the steering knuckles of a real vehicle and performs multi-reference cross-power spectrum analysis and singular value decomposition. Based on the system frequency response relationship obtained from the indirect excitation test using a substitute mass block, and finally uses inverse matrix operations to infer the load, it avoids interference from direct measurement on the system and effectively decouples related excitations, thereby improving the accuracy of axle load extraction.

[0042] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S30 also includes steps S301 to S304: Step S301: Obtain excitation test data, the excitation test data including at least the excitation force signal applied to the rigid mass block, the coordinate data of the measuring points on the rigid mass block, the first vibration response signal of the rigid mass block and the second vibration response signal of the steering knuckle, the measuring point coordinate data including excitation point coordinate data and response point coordinate data; It should be noted that a tire can be removed, and a rigid mass block with known mass and inertial characteristics can be fabricated and installed in the original tire's position using the original fastening bolts. This mass block will serve as a means of determining the frequency response function of the axle load at the wheel axle head position to the vibration response of the steering knuckle (suspension end). The axle head position point O will serve as the origin of the Cartesian coordinate system for subsequent analysis.

[0043] Install multiple vibration sensors on the rigid mass block and the steering knuckle. The number and location of the vibration sensors on the steering knuckle should be the same as in the previous driving conditions. More than six vibration sensors can be arranged on the mass block, and their positions should be avoided to the extent possible on the same plane. Record the coordinates of their positions relative to the origin O. ,in , This represents the number of vibration measuring points placed on the mass block. A hammer is used to strike different locations on the mass block, and the vibration acceleration response and hammer excitation force at each measuring point are measured and recorded for each strike. (For reference...) Figure 3 , Figure 3 A simplified schematic diagram of the bench test for the load transfer function of the shaft head.

[0044] Understandably, the excitation force signal is the force signal from the hammer impact. The measuring point coordinate data includes the three-dimensional spatial coordinates of the hammer excitation point on the mass block relative to the axle head point (coordinate system origin O) and the three-dimensional spatial coordinates of the mounting positions of each acceleration sensor on the mass block relative to the axle head point. The first vibration response signal is the acceleration time-domain signal of each measuring point on the mass block. The second vibration response signal is the acceleration time-domain signal of each measuring point on the steering knuckle.

[0045] Step S302: Based on the first vibration response signal and the coordinate data of the measuring point, calculate the six-degree-of-freedom motion vector of the rigid mass block at the shaft end point; It should be noted that, since the mass block is assumed to be a rigid body, the motion of any point on it can be described by the rigid body motion (3 linear motions and 3 angular motions) of the shaft head point O. In this embodiment, the first vibration response signal (acceleration of multiple measuring points on the mass block) and the coordinate data of the measuring points are used to solve an overdetermined system of equations using the least squares method, and the six-degree-of-freedom motion vector at the shaft head point O is calculated in reverse.

[0046] In one feasible approach, the step of calculating the six-degree-of-freedom motion vector of the rigid mass block at the shaft head point based on the first vibration response signal and the measuring point coordinate data includes: constructing a first linear transformation matrix according to the measuring point coordinate data; and solving the first vibration response signal using the generalized inverse matrix of the first linear transformation matrix to obtain the six-degree-of-freedom motion vector.

[0047] It should be noted that, due to any point on the rigid mass block The translational motion of a particle can be described by the superposition of its rigid body modes, as shown in the formula: (Formula 10) in It is the motion vector of the measuring point on the mass block. It is the linear transformation matrix of the rigid body modes under the assumption of small-angle perturbation, while This is the modal participation factor (i.e., the six-degree-of-freedom motion vector) of the rigid body modes of the mass block. Assume the rigid body modes are described by translational motion along the x, y, and z directions at point O, and rotational motion about the x, y, and z axes. If the rigid body modes are scaled to a unit displacement at point O, then the modal participation vector... This is equivalent to three translational motions of point O and three rotational motions about point O. Therefore, Equation 10 can be expanded as follows: (Formula 11) in , For the first mass block The acceleration response at each vibration measurement point. To improve the accuracy of the numerical calculation of the modal participation factor vector, there is more than one vibration measurement point on the mass block. An overdetermined setting is applied to the response measurements on the mass block, and this overdetermined set generates the augmented system of Equation 11, as shown in the following equation: (Formula 12) Referring to Equations 10 and 12, they can be simplified to Equation 13. The modal participation vector can be obtained using the least squares method. That is, the total dynamic motion of the mass block relative to point O.

[0048] (Formula 13) Step S303: Based on the excitation force signal and the coordinate data of the measuring point, calculate the six-degree-of-freedom force vector equivalent to the shaft head point; It should be noted that the forces generated by the hammer striking different positions on the mass block need to be equivalent to a unified shaft end point O for analysis. In this embodiment, the excitation force signal and the coordinate data of the measuring point are used to calculate the six-degree-of-freedom force vector (containing 3 forces and 3 moments) equivalent to the shaft end point O through linear transformation.

[0049] In one feasible approach, the step of calculating the six-degree-of-freedom force vector equivalent to the shaft head point based on the excitation force signal and the measurement point coordinate data includes: constructing a second linear transformation matrix according to the measurement point coordinate data; and multiplying the excitation force signal by the second linear transformation matrix to obtain the six-degree-of-freedom force vector.

[0050] It should be noted that when multiple forces excite the mass block, the 6-DOF force vector generated at point O can be calculated using the following formula: (Formula 14) in It is the equivalent 6-DOF force vector at point O, and It is applied to the point on the mass block. The force vector (obtained by individual excitation of the hammer in different directions, which can be measured in practice). This is the linear transformation matrix between the force applied by the hammer and the force equivalent to point O under the assumption of small-angle perturbation. Expanded as shown in Equation 14: (Formula 15) in, , , It acts on the mass block The point of force hammer excitation force, and , , yes The geometric coordinates of the point relative to point O. Similarly, because multiple measuring points are excited on the mass block, the total force vector equivalent to point O is... It can be calculated using a linear combination of all the forces applied to the mass block, as shown in Equation 16 below: (Formula 16) Step S304: Calculate the frequency response relationship based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block.

[0051] It should be noted that, based on previous calculations, the relationship between the motion of the axle end point and the equivalent force is known. The relationship between the equivalent force of the axle end point and the steering knuckle response (i.e., the second vibration response signal) is to be determined. Combining the inertial parameters of the mass block (mass and moment of inertia matrix [M]), and introducing the FRF matrix from the hammer impact point to the mass block response and the FRF matrix to the steering knuckle response as intermediate variables, through a series of matrix operations, the frequency response relationship matrix required from the force applied at the axle end point to the vibration of the steering knuckle is finally solved.

[0052] In one feasible approach, the step of calculating the frequency response relationship based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block includes: calculating a first frequency response function matrix from the force exerted by the steering knuckle on the axle end point to the total acceleration response of the rigid mass block based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, and the inertial parameters of the rigid mass block; calculating a second frequency response function matrix from the hammer impact point on the rigid mass block to the vibration response point of the steering knuckle based on the second vibration response signal and the six-degree-of-freedom force vector; and calculating the frequency response relationship based on the first frequency response function matrix, the second frequency response function matrix, and the inertial parameters of the rigid mass block.

[0053] It should be noted that Formula 16 can be simplified to Formula 17 as follows: (Formula 17) From Equations 13 and 17, the equivalent total dynamic motion of the rigid body at point O can be obtained. Total equivalent external force And the inertia matrix of the mass block Given that the reaction force exerted by the suspension end on the mass block O is... Then, the overall equation of motion for the mass block can be expressed as follows: (Formula 18) Formula 18 expands to: (Formula 19) According to Formula 13, .in for The pseudo-inverse. In the impact test, the vibration measuring points on the mass block affect the impact force. acceleration response It can be represented as: (Formula 20) in It is the frequency response function matrix from the excitation point of the hammer to the vibration measurement point on the mass block. Combining this with Equation 20, we can see that: (Formula 21) Substituting formula 17 into formula 18, we get: (Formula 22) From formula 22, It can be represented as follows: (Formula 23) From formulas 21 and 23, we can obtain: (Formula 24) Where the matrix It is the identity matrix, and the matrix It is represented by the frequency response function matrix of the force acting on point O on the mass block at the suspension end to the total acceleration response of the mass block, and it is a quantifiable quantity.

[0054] Vibration acceleration response at the steering knuckle (i.e., the suspension end) during the impact test It can be represented as: (Formula 25) in This is the frequency response function matrix from the point of impact of the hammer on the mass block to the vibration response point at the suspension end, which can be obtained through testing. Substituting Equation 23 into Equation 25, we get: (Formula 26) Substituting formula 24 into formula 27, we get: (Formula 27) make: (Formula 28) but: (Formula 29) in Let be the frequency response transfer function matrix of the force (axle load) exerted by the mass block at point O on the steering knuckle (suspension end) to the vibration measurement point at the suspension end, which is a 12×6 matrix. As derived above, it is also a known and solvable quantity (objective transfer function), and it can be assumed that this axle load transfer function matrix remains unchanged during the vehicle road noise test. Combining the previously measured principal component decomposition results of the steering knuckle (suspension end) vibration response, the axle load under the actual vehicle road noise test conditions can be obtained using the inverse matrix method. (Target payload).

[0055] This embodiment acquires excitation test data, which includes at least the excitation force signal applied to the rigid mass block, the coordinate data of measuring points on the rigid mass block, the first vibration response signal of the rigid mass block, and the second vibration response signal of the steering knuckle. The measuring point coordinate data includes excitation point coordinate data and response point coordinate data. Based on the first vibration response signal and the measuring point coordinate data, the six-degree-of-freedom motion vector of the rigid mass block at the axle end point is calculated. Based on the excitation force signal and the measuring point coordinate data, the six-degree-of-freedom force vector equivalent to the axle end point is calculated. Based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block, the frequency response relationship is calculated. This embodiment calculates the six-degree-of-freedom motion vector and force vector at the axle end point based on the measuring point coordinate data, excitation force signal, and vibration response signal of the rigid mass block, thereby solving for a precise frequency response relationship and improving the accuracy of subsequent axle end load extraction.

[0056] For example, to help understand the implementation process of the passenger vehicle axle head load extraction method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 4 , Figure 4A simplified flowchart of a method for extracting axle head loads in passenger vehicles is provided. Specifically: The first step is real-vehicle testing, where the vibration acceleration response of each wheel steering knuckle is tested. The second step is multi-reference power cross-spectrum analysis: a vibration acceleration measurement point is designated as a reference point for each wheel, and multi-reference power cross-spectrum analysis is performed to obtain the multi-reference power cross-spectrum matrix. The third step is principal component decomposition: the multi-reference power cross-spectrum matrix is ​​decomposed into principal components to obtain the principal components of the vibration response of each steering knuckle. The fourth step is transfer function bench testing: the wheels are removed, a rigid mass block with known mass and moment of inertia is installed, and different positions of the mass block are struck with a hammer. Simultaneously, the vibration response of the mass block and multiple points on the steering knuckle is measured (the steering knuckle measurement points are at the same positions as the vehicle's measurement points). The FRF matrix from the axle head to each measurement point on the steering knuckle is calculated. The fifth step is vector summation of the axle head load components: the principal component results of the frequency domain load of each wheel axle head are vector summed to output the final frequency domain load of each axle head.

[0057] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the passenger vehicle axle head load extraction method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0058] This application also provides a passenger vehicle axle head load extraction device, please refer to... Figure 5 The passenger vehicle axle head load extraction device includes: The acquisition module 10 is used to acquire vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of the passenger vehicle when it is in motion. Analysis module 20 is used to perform multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain a reference spectral response matrix; Test module 30 is used to acquire excitation test data and calculate the frequency response relationship based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. The calculation module 40 is used to calculate the shaft head load based on the relationship between the reference spectrum response matrix and the frequency response.

[0059] This application collects vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle during operation; performs multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquires excitation test data and calculates the frequency response relationship based on the excitation test data, wherein the excitation test data is obtained by using a rigid mass block instead of the tire for excitation testing; and calculates the axle load based on the reference spectral response matrix and the frequency response relationship. This application collects vibration signals from multiple measuring points on the steering knuckles of a real vehicle and performs multi-reference cross-power spectrum analysis and singular value decomposition. Based on the system frequency response relationship obtained from the indirect excitation test using a substitute mass block, and finally uses inverse matrix operations to infer the load, it avoids interference from direct measurement on the system and effectively decouples related excitations, thereby improving the accuracy of axle load extraction.

[0060] In one embodiment, the test module 30 is further configured to acquire excitation test data, which includes at least an excitation force signal applied to the rigid mass block, coordinate data of measuring points on the rigid mass block, a first vibration response signal of the rigid mass block, and a second vibration response signal of the steering knuckle. The coordinate data of measuring points includes coordinate data of excitation points and coordinate data of response points. Based on the first vibration response signal and the coordinate data of measuring points, a six-degree-of-freedom motion vector of the rigid mass block at the axle end point is calculated. Based on the excitation force signal and the coordinate data of measuring points, a six-degree-of-freedom force vector equivalent to the axle end point is calculated. Based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block, a frequency response relationship is calculated.

[0061] In one embodiment, the test module 30 is further configured to construct a first linear transformation matrix based on the coordinate data of the measurement point; and to solve the first vibration response signal using the generalized inverse matrix of the first linear transformation matrix to obtain the six-degree-of-freedom motion vector.

[0062] In one embodiment, the test module 30 is further configured to construct a second linear transformation matrix based on the measurement point coordinate data; and multiply the excitation force signal by the second linear transformation matrix to obtain the six-degree-of-freedom force vector.

[0063] In one embodiment, the test module 30 is further configured to calculate a first frequency response function matrix based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, and the inertial parameters of the rigid mass block, to obtain a first frequency response function matrix from the force of the steering knuckle acting on the axle end point to the total acceleration response of the rigid mass block; calculate a second frequency response function matrix based on the second vibration response signal and the six-degree-of-freedom force vector from the hammer impact point on the rigid mass block to the vibration response point of the steering knuckle; and calculate a frequency response relationship based on the first frequency response function matrix, the second frequency response function matrix, and the inertial parameters of the rigid mass block.

[0064] In one embodiment, the analysis module 20 is further configured to select a reference point signal from the vibration acceleration signal; The vibration acceleration signal and the reference point signal are subjected to Fourier transform to obtain a transformed signal; a multi-reference cross-power spectrum matrix is ​​calculated based on the transformed signal; singular value decomposition is performed on the multi-reference cross-power spectrum matrix to obtain a virtual reference spectrum; a reference spectral response matrix is ​​calculated based on the virtual reference spectrum and the multi-reference cross-power spectrum matrix.

[0065] In one embodiment, the calculation module 40 is further configured to extract mutually independent principal components from the reference spectral response matrix; perform calculations based on the relationship between the principal components and the frequency response to obtain the corresponding shaft head load components; and sum the multiple shaft head load components to obtain the final shaft head load.

[0066] The passenger vehicle axle head load extraction device provided in this application, employing the passenger vehicle axle head load extraction method described in the above embodiments, can solve the technical problem of how to improve the accuracy of axle head load extraction. Compared with the prior art, the beneficial effects of the passenger vehicle axle head load extraction device provided in this application are the same as those of the passenger vehicle axle head load extraction method provided in the above embodiments, and other technical features in the passenger vehicle axle head load extraction device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0067] This application provides a passenger vehicle axle head load extraction device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the passenger vehicle axle head load extraction method in the first embodiment described above.

[0068] The following is for reference. Figure 6This document illustrates a structural schematic diagram of a passenger vehicle axle head load extraction device suitable for implementing embodiments of this application. The passenger vehicle axle head load extraction device in this application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The passenger vehicle axle load extraction device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0069] like Figure 6 As shown, the passenger vehicle axle head load extraction device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the passenger vehicle axle head load extraction device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the passenger vehicle axle load extraction device to communicate wirelessly or wiredly with other devices to exchange data. Although passenger vehicle axle load extraction devices with various systems are shown in the figures, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0070] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0071] The passenger vehicle axle head load extraction device provided in this application, employing the passenger vehicle axle head load extraction method described in the above embodiments, can solve the technical problem of how to improve the accuracy of axle head load extraction. Compared with the prior art, the beneficial effects of the passenger vehicle axle head load extraction device provided in this application are the same as those of the passenger vehicle axle head load extraction method provided in the above embodiments, and other technical features of this passenger vehicle axle head load extraction device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0072] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0073] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0074] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the passenger vehicle axle head load extraction method in the above embodiments.

[0075] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0076] The aforementioned computer-readable storage medium may be included in the passenger vehicle axle head load extraction device; or it may exist independently and not be assembled into the passenger vehicle axle head load extraction device.

[0077] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the passenger vehicle axle load extraction device, the passenger vehicle axle load extraction device performs the following actions: collects vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of the passenger vehicle during driving; performs multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signals to obtain a reference spectral response matrix; acquires excitation test data and calculates a frequency response relationship based on the excitation test data, wherein the excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing; and calculates the axle load based on the reference spectral response matrix and the frequency response relationship.

[0078] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0079] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0080] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0081] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described passenger vehicle axle head load extraction method, thereby solving the technical problem of how to improve the accuracy of axle head load extraction. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the passenger vehicle axle head load extraction method provided in the above embodiments, and will not be repeated here.

[0082] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the passenger vehicle axle head load extraction method described above.

[0083] The computer program product provided in this application can solve the technical problem of how to improve the accuracy of axle head load extraction. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the passenger car axle head load extraction method provided in the above embodiments, and will not be repeated here.

[0084] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for extracting axle head load of a passenger vehicle, characterized in that, The method includes: Vibration acceleration signals were collected from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle during driving. The vibration acceleration signal is subjected to multi-reference cross-power spectrum analysis and singular value decomposition to obtain the reference spectral response matrix; The excitation test data is obtained, and the frequency response relationship is calculated based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. The shaft head load is calculated based on the relationship between the reference spectral response matrix and the frequency response.

2. The method as described in claim 1, characterized in that, The steps of acquiring stimulus test data and calculating the frequency response relationship based on the stimulus test data include: Acquire excitation test data, which includes at least the excitation force signal applied to the rigid mass block, the coordinate data of the measuring points on the rigid mass block, the first vibration response signal of the rigid mass block, and the second vibration response signal of the steering knuckle. The coordinate data of the measuring points includes excitation point coordinate data and response point coordinate data. Based on the first vibration response signal and the coordinate data of the measuring point, the six-degree-of-freedom motion vector of the rigid mass block at the shaft head is calculated. Based on the excitation force signal and the coordinate data of the measuring point, calculate the six-degree-of-freedom force vector equivalent to the shaft head point; The frequency response relationship is calculated based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block.

3. The method as described in claim 2, characterized in that, The step of calculating the six-degree-of-freedom motion vector of the rigid mass block at the shaft end point based on the first vibration response signal and the coordinate data of the measuring point includes: Construct a first linear transformation matrix based on the coordinate data of the measurement points; The first vibration response signal is solved by using the generalized inverse matrix of the first linear transformation matrix to obtain the six-degree-of-freedom motion vector.

4. The method as described in claim 2, characterized in that, The step of calculating the six-degree-of-freedom force vector equivalent to the shaft head point based on the excitation force signal and the measurement point coordinate data includes: Construct a second linear transformation matrix based on the coordinate data of the measurement points; The excitation force signal is multiplied by the second linear transformation matrix to obtain the six-degree-of-freedom force vector.

5. The method as described in claim 2, characterized in that, The step of calculating the frequency response relationship based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, the second vibration response signal, and the inertial parameters of the rigid mass block includes: Based on the six-degree-of-freedom motion vector, the six-degree-of-freedom force vector, and the inertial parameters of the rigid mass block, the first frequency response function matrix of the force exerted by the steering knuckle on the axle end point to the total motion acceleration response of the rigid mass block is calculated; Based on the second vibration response signal and the six-degree-of-freedom force vector, calculate the second frequency response function matrix from the hammer impact point on the rigid mass block to the steering knuckle vibration response point; The frequency response relationship is calculated based on the first frequency response function matrix, the second frequency response function matrix, and the inertial parameters of the rigid mass block.

6. The method as described in claim 1, characterized in that, The steps of performing multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain the reference spectral response matrix include: Select a reference point signal from the vibration acceleration signal; Perform a Fourier transform on the vibration acceleration signal and the reference point signal to obtain the transformed signal; The multi-reference cross-power spectrum matrix is ​​calculated based on the transformed signal; Singular value decomposition is performed on the multi-reference cross-power spectrum matrix to obtain the virtual reference spectrum; The reference spectral response matrix is ​​obtained by calculating based on the virtual reference spectrum and the multi-reference cross-power spectrum matrix.

7. The method as described in claim 1, characterized in that, The step of calculating the shaft head load based on the reference spectral response matrix and the frequency response relationship includes: Extract mutually independent principal components from the reference spectral response matrix; The corresponding shaft head load component is obtained by performing calculations based on the relationship between the principal component and the frequency response. The final shaft head load is obtained by summing the multiple shaft head load components.

8. A passenger vehicle axle head load extraction device, characterized in that, The device includes: The acquisition module is used to acquire vibration acceleration signals from multiple measuring points on the steering knuckles of each wheel of a passenger vehicle when it is in motion. The analysis module is used to perform multi-reference cross-power spectrum analysis and singular value decomposition on the vibration acceleration signal to obtain the reference spectral response matrix; The testing module is used to acquire excitation test data and calculate the frequency response relationship based on the excitation test data. The excitation test data is obtained by using a rigid mass block instead of a tire for excitation testing. The calculation module is used to calculate the shaft head load based on the relationship between the reference spectral response matrix and the frequency response.

9. A passenger vehicle axle head load extraction device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the passenger vehicle axle head load extraction method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the passenger vehicle axle head load extraction method as described in any one of claims 1 to 7.

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