Full active suspension test tuning platform

Abstract

The application provides a full active suspension test adjustment platform, which comprises an adjustable front suspension module, a weight-adjustable vehicle body platform module and an adjustable rear suspension module, the front and rear ends of the vehicle body platform module are respectively installed on the front suspension module and the rear suspension module, the top of a front suspension damper in the front suspension module and the top of a rear suspension damper in the rear suspension module can be continuously adjusted along the X axis, the Y axis and the Z axis of the vehicle body platform module, the caster angle of the front suspension damper is 1-15 degrees, and the camber angle is 5-16 degrees, the caster angle of the rear suspension damper is 0-10 degrees, and the camber angle is 0-14 degrees. The application has the weight-adjustable vehicle body platform, the adjustable front and rear suspensions, can be adapted to mainstream full active suspensions, and enables developers to quickly and accurately verify the configuration of the suspension, the control algorithm and the effect of system integration in the adjustment platform.

Description

Technical Field

[0001] This invention relates to the field of automotive suspension tuning platforms, and particularly to a fully active suspension test tuning platform. Background Technology

[0002] As the automotive industry undergoes a profound transformation towards electrification, intelligentization, and high-end products, consumers are placing increasingly stringent demands on vehicle driving quality. Against this backdrop, fully active suspension systems, due to their ability to introduce external energy (i.e., the intervention of active forces), break through the physical limits of traditional passive or semi-active suspensions, which must compromise between "handling stability" and "ride comfort," becoming a core highlight of next-generation intelligent chassis technology. Fully active suspension adjusts suspension forces in real time, suppressing body roll and pitch to improve handling while filtering high-frequency road vibrations to ensure comfort.

[0003] However, fully active suspension is a highly complex nonlinear system. Its overall performance is deeply coupled with the motor output characteristics, suspension hardpoint geometry, response delay of the hydraulic or mechanical system, and the tuning strategy of the underlying control algorithm, involving multiple disciplines such as fluid mechanics, multibody dynamics, control theory, and engineering mechanics. Therefore, how to quickly and accurately evaluate and predict the performance of active suspension in the early stages of product development has become a key factor determining the length of the OEM's R&D cycle and the success of cost control.

[0004] Currently, the industry mainly relies on the following two technical approaches to evaluate the performance of fully active suspensions, but both have revealed significant limitations in practical engineering applications: I. Pure Simulation Calculation Path Based on Computer-Aided Engineering (CAE). This method mainly relies on commercial simulation software such as ADAMS, Carsim, and AMESim, attempting to simulate the dynamic attitude and response of vehicle suspension under specific active force drive through mathematical models.

[0005] However, due to the complex physical field coupling (such as electro-hydraulic-mechanical coupling) within fully active suspension systems, and the presence of numerous nonlinear friction, clearance, and hysteresis effects in actual operating conditions, existing simulation models often struggle to achieve high-fidelity reproduction of all elements. This results in extremely high simulation computation difficulty and low simulation accuracy, often failing to accurately reflect the complex dynamic characteristics of the actual vehicle and thus being unreliable as a basis for final performance determination.

[0006] II. Vehicle-Based Debugging Path Based on Physical Prototypes. Some OEMs tend to rely on the development experience of previous models, first producing demonstration parts, and then directly installing them in vehicles for physical debugging and optimization. Although this "testing instead of imitation" approach is based on real physical hardware, has high precision, and yields good final results, its fatal flaw lies in severe lag.

[0007] This approach requires all components of the overall suspension system to be prototyped before testing can begin, making it impossible to conduct effective performance prediction and virtual verification in the early stages of the project (such as the conceptual design or detailed design phase). If the actual vehicle test results fail to meet the standards, the design needs to be modified and prototyped again. This not only significantly extends the product development cycle but also causes repeated iterations of tuning and testing, greatly increasing R&D costs.

[0008] In summary, existing technical solutions face a dilemma: CAE simulation, while having a short cycle time, lacks sufficient accuracy; on-vehicle debugging, while offering high accuracy, has a long cycle time and cannot predict future needs. Currently, there is a lack of comprehensive evaluation products or methods on the market that can effectively combine the advantages of CAE simulation's "short cycle time" with the advantages of on-vehicle debugging's "high accuracy," thus failing to meet the market demand for efficient and precise development of fully active suspension systems. Summary of the Invention

[0009] The technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology that cannot effectively integrate the advantages of "short cycle" of CAE simulation and the advantages of "high precision" of real vehicle tuning, and thus cannot meet the requirements of fully active suspension system, and to provide a fully active suspension test and tuning platform.

[0010] The present invention solves the above-mentioned technical problems through the following technical solution: A fully active suspension test and calibration platform is characterized in that the fully active suspension test and calibration platform includes an adjustable front suspension module, a weight-adjustable body platform module, and an adjustable rear suspension module, wherein the front and rear ends of the body platform module are respectively mounted on the front suspension module and the rear suspension module. The top of the front suspension damper in the front suspension module and the top of the rear suspension damper in the rear suspension module can be infinitely adjusted along the X-axis, Y-axis and Z-axis of the vehicle platform module, respectively. The kingpin inclination angle of the front suspension damper is 1° to 15°, and the kingpin inclination angle is 5° to 16°; the kingpin inclination angle of the rear suspension damper is 0° to 10°, and the inclination angle is 0° to 14°.

[0011] According to one embodiment of the present invention, the lever ratio of the front suspension damper in the front suspension module ranges from 0.7 to 0.9; and the lever ratio of the rear suspension damper in the rear suspension module ranges from 0.6 to 0.9.

[0012] According to one embodiment of the present invention, the front suspension module includes two sets of symmetrically connected front suspension components. Each set of front suspension components includes an upper front suspension adjustment mechanism, a front suspension damper, and a lower front suspension adjustment mechanism. The upper end of the front suspension damper is adjustablely connected to the upper front suspension adjustment mechanism, such that the upper end of the front suspension damper can be adjusted along the X-axis and Y-axis directions. The lower end of the front suspension damper is adjustablely connected to the lower front suspension adjustment mechanism, such that the lower end of the front suspension damper can be adjusted along the Z-axis direction.

[0013] According to one embodiment of the present invention, the front suspension upper adjustment mechanism includes a front lateral adjustment plate and a front longitudinal adjustment plate. The front lateral adjustment plate is provided with a first lateral adjustment groove, and the front longitudinal adjustment plate is provided with a first longitudinal adjustment groove. The front lateral adjustment plate and the front longitudinal adjustment plate are installed in the first lateral adjustment groove and the first longitudinal adjustment groove by a plurality of first adjustment members to achieve position adjustment.

[0014] According to one embodiment of the present invention, a front shock absorber top mount is installed at the end of the front suspension shock absorber, and the front shock absorber top mount is connected to the front longitudinal adjustment plate.

[0015] According to one embodiment of the present invention, the front suspension lowering mechanism includes a lower shock absorber connector, a vertical adjustment cylinder, a front lower control arm connector, and a front lower control arm. The lower end of the front suspension shock absorber is adjustablely connected to the lower shock absorber connector, and the lower part of the lower shock absorber connector is adjustablely connected to the vertical adjustment cylinder. The front lower control arm connector connects the vertical adjustment cylinder and the front lower control arm.

[0016] According to one embodiment of the present invention, the rear suspension module includes two sets of symmetrically connected rear suspension components. Each set of rear suspension components includes an upper rear suspension adjustment mechanism, a rear suspension damper, and a lower rear suspension adjustment mechanism. The upper end of the rear suspension damper is adjustablely connected to the upper rear suspension adjustment mechanism, such that the upper end of the rear suspension damper can be adjusted along the X-axis and the Y-axis directions. The lower end of the rear suspension damper is adjustablely connected to the lower rear suspension adjustment mechanism, such that the lower end of the rear suspension damper can be adjusted along the Z-axis direction.

[0017] According to one embodiment of the present invention, the rear overhang upper adjustment mechanism includes a rear lateral adjustment plate and a rear longitudinal adjustment plate. The rear lateral adjustment plate is provided with a second lateral adjustment groove, and the rear longitudinal adjustment plate is provided with a second longitudinal adjustment groove. The rear lateral adjustment plate and the rear longitudinal adjustment plate are installed in the second lateral adjustment groove and the second longitudinal adjustment groove through a plurality of second adjustment members to achieve position adjustment.

[0018] According to one embodiment of the present invention, a rear shock absorber top mount is installed at the end of the rear suspension shock absorber, and the rear shock absorber top mount is connected to the rear longitudinal adjustment plate.

[0019] According to one embodiment of the present invention, the rear lower suspension adjustment mechanism includes a rear lower control arm connector and a rear lower control arm, the lower end of the rear suspension shock absorber is rotatably connected to the rear lower control arm connector, and the rear lower control arm connector is movably connected to the rear lower control arm.

[0020] The positive and progressive effects of this invention are as follows: The fully active suspension test and calibration platform of this invention has the following advantages: First, by conducting rapid and high-precision suspension system integration verification, the overall development cycle of the suspension system can be effectively shortened, thereby significantly improving R&D efficiency.

[0021] Second, the overall performance of complex systems is influenced by a combination of factors, including model accuracy (such as load, center of mass, hard points, and tire models), suspension parameter uncertainties (such as stiffness, damping, and friction), and theoretical simulation accuracy (such as nonlinear characteristics, temperature effects, model simplification, and hysteresis). This inevitably leads to a certain deviation between measured results and CAE simulations. By developing a fully active suspension tuning platform in conjunction with CAE simulation, multiple iterative benchmarking between virtual simulation and measured data can be achieved. This approach allows for setting aside inherent errors that cannot be resolved immediately in the early stages of development, focusing instead on optimizing the control algorithm and continuously improving the control model, thereby accumulating valuable experience for subsequent testing and development.

[0022] Third, by linking the fully active suspension test and calibration platform with vehicle test and development equipment (such as road simulation test bench), and using the road simulation test machine to provide longitudinal, lateral and vertical degrees of freedom excitation, the dynamic algorithm of the suspension controller can be verified and optimized efficiently in an indoor environment, thereby effectively shortening the development and verification cycle of the suspension controller. Attached Figure Description

[0023] The above and other features, properties and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features, wherein: Figure 1 This is a perspective view of the fully active suspension test and calibration platform of the present invention.

[0024] Figure 2 This is a schematic diagram of the front suspension module in the fully active suspension test and calibration platform of the present invention.

[0025] Figure 3This is a schematic diagram of the front suspension assembly in the fully active suspension test and calibration platform of the present invention.

[0026] Figure 4 This is a schematic diagram showing the installation of the upper front suspension adjustment mechanism and the front suspension shock absorber in the fully active suspension test and calibration platform of the present invention.

[0027] Figure 5 This is a schematic diagram of the front suspension lower adjustment mechanism in the fully active suspension test and calibration platform of the present invention.

[0028] Figure 6 This is an exploded view of the lower front suspension adjustment mechanism in the fully active suspension test and calibration platform of the present invention.

[0029] Figure 7 This is a schematic diagram of the rear suspension module in the fully active suspension test and calibration platform of the present invention.

[0030] Figure 8 This is a schematic diagram of the rear suspension assembly in the fully active suspension test and calibration platform of the present invention.

[0031] Figure 9 This is a schematic diagram showing the installation of the upper rear suspension adjustment mechanism and the rear suspension shock absorber in the fully active suspension test and calibration platform of the present invention.

[0032] Figure 10 This is a schematic diagram of the installation of the lower rear suspension adjustment mechanism in the fully active suspension test and calibration platform of the present invention.

[0033] Figure 11 This is a schematic diagram of the lower rear suspension adjustment mechanism in the fully active suspension test and calibration platform of the present invention.

[0034] Figure 12 This is a schematic diagram of the structure of the rear lower control arm connector in the fully active suspension test and calibration platform of the present invention. Detailed Implementation

[0035] The present invention will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present invention. Therefore, the scope of protection of the present invention should not be limited by the content of this specific embodiment.

[0036] Embodiments of the invention will now be described in detail with reference to the accompanying drawings. It should be noted that these and subsequent drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of the invention. Wherever possible, the same reference numerals will be used in all drawings to denote the same or similar parts.

[0037] Furthermore, although the terminology used in this invention is selected from commonly known and used terms, some terms mentioned in this specification may have been selected by the applicant in his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein.

[0038] Furthermore, the invention should be understood not only through the actual terminology used, but also through the meaning implied by each term.

[0039] like Figures 1 to 12 As shown, this invention discloses a fully active suspension test and tuning platform for preliminary tuning and optimization of fully active suspension performance. It includes an adjustable front suspension module 100, a counterweighted body platform module 200, and an adjustable rear suspension module 300. The front and rear ends of the body platform module 200 are respectively mounted on the front suspension module 100 and the rear suspension module 300. The top of the front suspension damper 110 in the front suspension module 100 and the top of the rear suspension damper 310 in the rear suspension module 300 can be mounted along the X-axis, Y-axis, and Z-axis of the body platform module 200 (e.g., ...). Figure 1 (As shown) Perform stepless adjustment.

[0040] The fully active suspension test and calibration platform simulates the actual load of the vehicle and can be configured with a weight range of 1000kg to 4000kg. It can be used to build all battery units, electronic control units, and actuators for the fully active suspension and can verify the configuration layout of the vehicle suspension and the effect of the integrated control of the active suspension.

[0041] The front suspension damper 110 has a kingpin caster angle of 1° to 15° and a kingpin inclination angle of 5° to 16°. The rear suspension damper 310 has a caster angle of 0° to 10° and an inclination angle of 0° to 14°. The lever ratio of the front suspension damper 110 in the front suspension module 100 ranges from 0.7 to 0.9. The lever ratio of the rear suspension damper 310 in the rear suspension module 300 ranges from 0.6 to 0.9.

[0042] like Figure 2 and Figure 3As shown, the front suspension module 100 preferably includes two symmetrically connected front suspension assemblies 120. Each front suspension assembly 120 includes an upper front suspension adjustment mechanism 121, a front suspension damper 110, and a lower front suspension adjustment mechanism 122. The upper end of the front suspension damper 110 is adjustablely connected to the upper front suspension adjustment mechanism 121, so that the upper end of the front suspension damper 110 can be adjusted along the X-axis and Y-axis directions (e.g., Figure 1 (As shown). The lower end of the front suspension damper 110 is adjustablely connected to the front suspension lower adjustment mechanism 122, so that the lower end of the front suspension damper 110 can be adjusted along the Z-axis direction.

[0043] like Figure 4 As shown, the upper front suspension adjustment mechanism 121 preferably includes a front lateral adjustment plate 1211 and a front longitudinal adjustment plate 1212. A first lateral adjustment groove 1213 is formed on the front lateral adjustment plate 1211, and a first longitudinal adjustment groove 1214 is formed on the front longitudinal adjustment plate 1212. The front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212 are stacked vertically, such that the first lateral adjustment groove 1213 and the first longitudinal adjustment groove 1214 intersect each other, for example, are perpendicular to each other. A first adjustment member 1215 passes through the first longitudinal adjustment groove 1214 and the first lateral adjustment groove 1213 to connect and adjust the front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212.

[0044] The front suspension damper 110 is equipped with a front damper top mount 111 at its end, which is connected to the front longitudinal adjustment plate 1212.

[0045] For example, the front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212 are connected by bolts. The front longitudinal adjustment plate 1212 is connected to the front shock absorber upper mount 111, and the front shock absorber upper mount 111 is connected to the front suspension shock absorber 110. The front shock absorber upper mount 111 is a replaceable custom part that needs to be customized to match the installation angle of the front suspension shock absorber 110. The front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212 are provided with groove structures for adjusting the position of the bolts, which can realize the adjustment of the longitudinal and lateral positions of the upper mounting point of the front suspension shock absorber 110.

[0046] like Figure 5 and Figure 6 As shown, the lower front suspension adjustment mechanism 122 preferably includes a lower shock absorber connector 1221, a vertical adjustment cylinder 1222, a lower front control arm connector 1223, and a lower front control arm 1224. The lower end of the front suspension shock absorber 110 is adjustablely connected to the lower shock absorber connector 1221, and the lower part of the lower shock absorber connector 1221 is adjustablely connected to the vertical adjustment cylinder 1222. The lower front control arm connector 1223 connects the vertical adjustment cylinder 1222 and the lower front control arm 1224.

[0047] For example, the lower end of the front suspension shock absorber 110 is inserted into the lower shock absorber connector 1221 and secured by bolts on the side of the lower shock absorber connector 1221. The lower part of the lower shock absorber connector 1221 is inserted into a vertical adjusting cylinder 1222. The vertical adjusting cylinder 1222 has a first groove structure 1225 for adjusting the bolt position, allowing adjustment of the length of the lower shock absorber connector 1221 inserted into the vertical adjusting cylinder 1222. Different lengths of front suspension shock absorbers 110 can be installed through this structure. The front lower control arm connector 1223 connects the vertical adjusting cylinder 1222 and the front lower control arm 1224. The front lower control arm connector 1223 and the front lower control arm 1224 are connected by bolts. The front lower control arm 1224 has a second groove structure 1226 for adjusting the bolt position. The front lower control arm 1224 is connected to the steering knuckle via a ball joint 1227.

[0048] Both the front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212 have groove structures for adjusting the position of the bolts. By changing the position of the bolts, adjustment in the X and Y axes can be achieved. The vertical adjustment cylinder 1222 has a first groove structure 1225 for adjusting the position of the bolts, which can adjust the length of the lower shock absorber connector 1221 inserted into the vertical adjustment cylinder 1222 to achieve Z-axis adjustment. The front lower control arm 1224 has a second groove structure 1226 for adjusting the position of the bolts. By changing the position of the bolts, the installation angle of the front suspension shock absorber 110 can be changed, simultaneously achieving Y-axis adjustment.

[0049] The specific process of adjusting the front suspension module 100 in the X, Y, and Z axes is as follows: To achieve adjustment of the X-axis direction (such as...) Figure 1 (In the X-axis direction shown), loosen the bolts connecting the front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212, keep the front lateral adjustment plate 1211 stationary, move the front longitudinal adjustment plate 1212 along the X-axis direction, the front longitudinal adjustment plate 1212 is fixedly connected to the upper seat 111 of the front shock absorber, and drive the upper point of the front suspension shock absorber 110 to move along the X-axis direction. After adjusting to the position, tighten the loosened bolts again to fix the position of each component and realize the adjustment in the X-axis direction.

[0050] To achieve adjustment in the Y-axis direction (such as...) Figure 1 (As shown in the Y-axis direction), loosen the bolts connecting the front lateral adjustment plate 1211 and the front longitudinal adjustment plate 1212. Keeping the front lateral adjustment plate 1211 stationary, move the front longitudinal adjustment plate 1212 along the Y-axis direction. Simultaneously loosen the bolts connecting the front lower control arm connector 1223 and the front lower control arm 1224, and move the front lower control arm connector 1223 synchronously along the Y-axis direction. This causes the front suspension shock absorber 110 to move up and down along the Y-axis direction. After adjustment, retighten the loosened bolts to fix the positions of each component, thus achieving adjustment in the Y-axis direction.

[0051] To achieve adjustment in the Z-axis direction (such as...) Figure 1 (As shown in the Z-axis direction), loosen the bolts connecting the lower shock absorber connector 1221 and the vertical adjusting cylinder 1222. Move the lower shock absorber connector 1221 along the Z-axis direction. During the movement, the lower part of the lower shock absorber connector 1221 remains inserted into the vertical adjusting cylinder 1222 and does not come out. The lower shock absorber connector 1221 is fixedly connected to the lower end of the front suspension shock absorber 110. Moving the lower shock absorber connector 1221 along the Z-axis direction will cause the front suspension shock absorber 110 to move along the Z-axis direction. After adjustment, retighten the loosened bolts to fix the position of each component and achieve adjustment in the Z-axis direction.

[0052] The adjustments made to the X, Y, and Z axes can be made independently or simultaneously.

[0053] like Figure 7 and Figure 8 The rear suspension module 300 preferably includes two symmetrically connected rear suspension components 320. Each rear suspension component 320 includes an upper rear suspension adjustment mechanism 321, a rear suspension shock absorber 310, and a lower rear suspension adjustment mechanism 322. The upper end of the rear suspension shock absorber 310 is adjustablely connected to the upper rear suspension adjustment mechanism 321, so that the upper end of the rear suspension shock absorber 310 can be adjusted along the X-axis and Y-axis directions (e.g., ...). Figure 1 (As shown). The lower end of the rear suspension damper 310 is adjustablely connected to the rear suspension lower adjustment mechanism 322, so that the lower end of the rear suspension damper 310 can be adjusted along the Z-axis direction (e.g., Figure 1 (As shown).

[0054] like Figure 9 As shown, the rear upper suspension adjustment mechanism 321 preferably includes a rear lateral adjustment plate 3211 and a rear longitudinal adjustment plate 3212. A second lateral adjustment groove 3213 is formed on the rear lateral adjustment plate 3211, and a second longitudinal adjustment groove 3214 is formed on the rear longitudinal adjustment plate 3212. The rear lateral adjustment plate 3211 and the rear longitudinal adjustment plate 3212 are stacked vertically, such that the second lateral adjustment groove 3213 and the second longitudinal adjustment groove 3214 intersect each other, for example, are perpendicular to each other. A second adjustment member 3215 passes through the second longitudinal adjustment groove 3214 and the second lateral adjustment groove 3213 to connect and adjust the rear lateral adjustment plate 3211 and the rear longitudinal adjustment plate 3212.

[0055] The rear suspension shock absorber 310 is equipped with a rear shock absorber top mount 311 at its end, which is connected to the rear longitudinal adjustment plate.

[0056] Preferably, the rear lateral adjustment plate 3211 and the rear longitudinal adjustment plate 3212 are bolted together. The rear longitudinal adjustment plate 3212 is connected to the rear shock absorber top mount 311, and the rear shock absorber top mount 311 is connected to the rear suspension shock absorber 310. The rear shock absorber top mount 311 is a replaceable custom part, which can be customized according to the installation angle and required adjustment height of the rear suspension shock absorber 310. The rear lateral adjustment plate 3211 and the rear longitudinal adjustment plate 3212 have groove structures for adjusting the position of the bolts. This allows for adjustment of the upper mounting point of the shock absorber in both longitudinal and lateral positions.

[0057] like Figure 10 and Figure 11 As shown, the rear lower suspension adjustment mechanism 322 preferably includes a rear lower control arm connector 3221 and a rear lower control arm 3222, wherein the lower end of the rear suspension shock absorber 310 is rotatably connected to the rear lower control arm connector 3221, and the rear lower control arm connector 3221 is movably connected to the rear lower control arm 3222.

[0058] Preferably, the rear lower control arm connector 3221 and the rear lower control arm 3222 are bolted together, and the rear lower control arm 3222 has a groove structure for adjusting the position of the bolt. The rear lower control arm connector 3221 and the front lower control arm connector 1233 have similar structures.

[0059] like Figure 12 As shown, the rear lower control arm connector 3221 can preferably be a base plate 3223 and two connecting plates 3224. The connecting plates 3224 are installed on both sides of the base plate 3223, forming a U-shaped structure. Multiple connecting holes 3225 are provided on the connecting plates 3224, and the rear suspension shock absorber 310 is connected via connectors 3226. Simultaneously, a mounting groove is provided on the rear lower control arm 3222, and sliding grooves 3227 are provided on both sides of the mounting groove. The rear lower control arm connector 3221 is installed in the mounting groove, allowing the connector 3226 to move along the sliding grooves 3227, thereby adjusting the position of the rear suspension shock absorber 310.

[0060] The specific process of adjusting the rear suspension module 300 in the X, Y, and Z axes is as follows: The method for adjusting the rear suspension module 300 in the X and Y axes is the same as that for the front suspension module 100 described above.

[0061] Furthermore, to enable Z-axis adjustment, the rear shock absorber top mount 311 is a custom-made part. A series of rear shock absorber top mounts 311 with different thicknesses can be manufactured, and a matching rear shock absorber top mount 311 can be selected according to the Z-axis adjustment requirements. This allows for Z-axis adjustment of the rear overhang.

[0062] Based on the above structural description, the fully active suspension test and tuning platform of the present invention is suitable for passenger vehicles. It has a weight-balanced body platform and adjustable front and rear suspensions, and can be adapted to mainstream fully active suspensions. This allows developers to quickly and accurately verify the suspension configuration, control algorithm, and system integration effect on the tuning platform.

[0063] In summary, the fully active suspension test and calibration platform of the present invention has the following advantages: First, by conducting rapid and high-precision suspension system integration verification, the overall development cycle of the suspension system can be effectively shortened, thereby significantly improving R&D efficiency.

[0064] Second, the overall performance of complex systems is influenced by a combination of factors, including model accuracy (such as load, center of mass, hard points, and tire models), suspension parameter uncertainties (such as stiffness, damping, and friction), and theoretical simulation accuracy (such as nonlinear characteristics, temperature effects, model simplification, and hysteresis). This inevitably leads to a certain deviation between measured results and CAE simulations. By developing a fully active suspension tuning platform in conjunction with CAE simulation, multiple iterative benchmarking between virtual simulation and measured data can be achieved. This approach allows for setting aside inherent errors that cannot be resolved immediately in the early stages of development, focusing instead on optimizing the control algorithm and continuously improving the control model, thereby accumulating valuable experience for subsequent testing and development.

[0065] Third, by linking the fully active suspension test and calibration platform with vehicle test and development equipment (such as road simulation test bench), and using the road simulation test machine to provide longitudinal, lateral and vertical degrees of freedom excitation, the dynamic algorithm of the suspension controller can be verified and optimized efficiently in an indoor environment, thereby effectively shortening the development and verification cycle of the suspension controller.

[0066] For those skilled in the art, the above disclosure is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0067] It should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application.

[0068] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0069] Similarly, it should be noted that, in order to simplify the description of the embodiments disclosed in this application and thus aid in the understanding of one or more embodiments of the invention, the foregoing description of the embodiments of this application sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of this application requires more features than those mentioned in the claims. In fact, the embodiments have fewer features than all the features of the single embodiments disclosed above.

[0070] Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may be changed depending on the characteristics required by individual embodiments. In some embodiments, the numerical parameters should take into account specified significant digits and employ a general method of digit preservation. Although the numerical ranges and parameters used to confirm their breadth of application in some embodiments of this application are approximate values, in specific embodiments, such values ​​are set as precisely as feasible.

[0071] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A fully active suspension test and calibration platform, characterized in that, The fully active suspension test and tuning platform includes an adjustable front suspension module, a weight-adjustable body platform module, and an adjustable rear suspension module. The front and rear ends of the body platform module are respectively mounted on the front suspension module and the rear suspension module. The top of the front suspension damper in the front suspension module and the top of the rear suspension damper in the rear suspension module can be infinitely adjusted along the X-axis, Y-axis and Z-axis of the vehicle platform module, respectively. The kingpin inclination angle of the front suspension damper is 1° to 15°, and the kingpin inclination angle is 5° to 16°; the kingpin inclination angle of the rear suspension damper is 0° to 10°, and the inclination angle is 0° to 14°.

2. The fully active suspension test and calibration platform as described in claim 1, characterized in that, The lever ratio of the front suspension damper in the front suspension module ranges from 0.7 to 0.9; the lever ratio of the rear suspension damper in the rear suspension module ranges from 0.6 to 0.

9.

3. The fully active suspension test and calibration platform as described in claim 1, characterized in that, The front suspension module includes two symmetrically connected front suspension components. Each front suspension component includes an upper front suspension adjustment mechanism, a front suspension damper, and a lower front suspension adjustment mechanism. The upper end of the front suspension damper is adjustablely connected to the upper front suspension adjustment mechanism, allowing the upper end of the front suspension damper to be adjusted along the X-axis and Y-axis directions. The lower end of the front suspension damper is adjustablely connected to the lower front suspension adjustment mechanism, allowing the lower end of the front suspension damper to be adjusted along the Z-axis direction.

4. The fully active suspension test and calibration platform as described in claim 3, characterized in that, The upper front suspension adjustment mechanism includes a front lateral adjustment plate and a front longitudinal adjustment plate. The front lateral adjustment plate has a first lateral adjustment groove, and the front longitudinal adjustment plate has a first longitudinal adjustment groove. The front lateral adjustment plate and the front longitudinal adjustment plate are installed in the first lateral adjustment groove and the first longitudinal adjustment groove through multiple first adjustment components to achieve position adjustment.

5. The fully active suspension test and calibration platform as described in claim 4, characterized in that, The front suspension shock absorber is equipped with a front shock absorber top mount at its end, and the front shock absorber top mount is connected to the front longitudinal adjustment plate.

6. The fully active suspension test and calibration platform as described in claim 3, characterized in that, The front suspension lowering mechanism includes a shock absorber lower connector, a vertical adjustment cylinder, a front lower control arm connector, and a front lower control arm. The lower end of the front suspension shock absorber is adjustablely connected to the shock absorber lower connector, and the lower part of the shock absorber lower connector is adjustablely connected to the vertical adjustment cylinder. The front lower control arm connector connects the vertical adjustment cylinder and the front lower control arm.

7. The fully active suspension test and calibration platform as described in claim 1, characterized in that, The rear suspension module includes two sets of symmetrically connected rear suspension components. Each set of rear suspension components includes an upper rear suspension adjustment mechanism, a rear suspension shock absorber, and a lower rear suspension adjustment mechanism. The upper end of the rear suspension shock absorber is adjustablely connected to the upper rear suspension adjustment mechanism, allowing the upper end of the rear suspension shock absorber to be adjusted along the X-axis and Y-axis directions. The lower end of the rear suspension shock absorber is adjustablely connected to the lower rear suspension adjustment mechanism, allowing the lower end of the rear suspension shock absorber to be adjusted along the Z-axis direction.

8. The fully active suspension test and calibration platform as described in claim 7, characterized in that, The rear suspension upper adjustment mechanism includes a rear lateral adjustment plate and a rear longitudinal adjustment plate. The rear lateral adjustment plate has a second lateral adjustment groove, and the rear longitudinal adjustment plate has a second longitudinal adjustment groove. The rear lateral adjustment plate and the rear longitudinal adjustment plate are installed in the second lateral adjustment groove and the second longitudinal adjustment groove through multiple second adjustment components to achieve position adjustment.

9. The fully active suspension test and calibration platform as described in claim 8, characterized in that, The rear suspension shock absorber is equipped with a rear shock absorber top mount at its end, and the rear shock absorber top mount is connected to the rear longitudinal adjustment plate.

10. The fully active suspension test and calibration platform as described in claim 7, characterized in that, The rear suspension lower adjustment mechanism includes a rear lower control arm connector and a rear lower control arm. The lower end of the rear suspension shock absorber is rotatably connected to the rear lower control arm connector, and the rear lower control arm connector is movably connected to the rear lower control arm.

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