阅读说明：本技术 车辆悬架台架 (Vehicle suspension rack ) 是由 杜永昌 危银涛 梁冠群 张树乾 于 2021-07-23 设计创作，主要内容包括：本申请公开了一种多功能1/4车辆悬架测试台架,包括：铸铁平台、支撑框架、簧上质量模拟板、锁止机构、被测悬架、主作动器、支架组件。多功能1/4车辆悬架测试台架可适配多种车型不同结构形式的悬架实物,准确模拟簧上质量,使被测悬架处于和其在原车上相同的空间姿态和受力状态。多功能1/4车辆悬架测试台架通过所含功能模块的不同组合,可进行主动/半主动悬架控制算法开发、包含不同组合的悬架零件实物的硬件在环仿真测试,还可测量所安装悬架的质量刚度等参数,多功能快速切换,减少了试验系统在多个台架之间的反复拆装和调试,极大地提高工作效率,而且对使用单位而言可以避免购买多个功能单一台架的重复部分,节省费用和占地面积。(The application discloses multi-functional 1/4 vehicle suspension test bench includes: the device comprises a cast iron platform, a supporting frame, a sprung mass simulation plate, a locking mechanism, a tested suspension, a main actuator and a bracket assembly. The multifunctional 1/4 vehicle suspension test bench can be adapted to suspension real objects of various vehicle types in different structural forms, accurately simulate sprung mass, and enable the tested suspension to be in the same spatial attitude and stress state as the tested suspension on the original vehicle. The multifunctional 1/4 vehicle suspension test bench can be used for carrying out active/semi-active suspension control algorithm development through different combinations of the contained functional modules, hardware-in-loop simulation test of suspension part objects containing different combinations, and also can be used for measuring the quality rigidity and other parameters of the installed suspension, and the multifunctional rapid switching is realized, so that repeated disassembly, assembly and debugging of a test system among a plurality of benches are reduced, the working efficiency is greatly improved, in addition, the purchase of repeated parts of a plurality of functional single benches can be avoided for a using unit, and the cost and the floor area are saved.)

1. A multi-functional 1/4 vehicle suspension test stand, comprising:

the cast iron platform is provided with a T-shaped groove;

the support frame is arranged on the cast iron platform;

the sprung mass simulation plate is vertically arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the vertical direction of the linear guide rails;

the locking mechanism can lock the sprung mass simulation plate at any position of the linear guide rail when in a locking state;

the suspension to be tested comprises a wheel, a hub bearing, a steering knuckle, a shock absorber, a spring, an upper/lower swing arm and a steering pull rod;

the main actuator is vertically arranged below a wheel of the tested suspension, the lower end of the main actuator is fixed on the cast iron platform, a wheel tray is arranged on an output piston rod at the upper end of the main actuator, and a tire of the tested suspension is arranged on the wheel tray to excite the wheel so as to simulate uneven road surface input of the wheel when the vehicle runs; and

and the bracket component is used for fixing the tested suspension on the sprung mass simulation plate and ensuring that the tested suspension is in the same spatial attitude and stress state as the tested suspension on the original vehicle, wherein the tested suspension and the bracket component are provided with a sprung mass acceleration sensor, an unsprung mass acceleration sensor and a suspension height sensor.

2. The gantry of claim 1, further comprising:

the first oblique supporting column and the second oblique supporting column are arranged between the cast iron platform and the supporting frame to form an A-shaped frame structure.

3. A gantry according to claim 1, characterised in that additional masses can be fitted on both sides of the sprung mass simulation plate for adjusting the simulated suspension sprung mass to the target vehicle model.

4. The gantry of claim 1, wherein the bracket assembly is fixed on one side of the sprung mass simulation plate, and is connected on the other side of the sprung mass simulation plate with the upper end of a shock absorber of the measured suspension, the vehicle body end connecting the swing arm and the vehicle body, and the vehicle body connecting end connecting the steering rod through the same hinge or ball pin as the original vehicle, and the spatial positions of all the connecting points are the same as those of the original vehicle, so as to ensure that the measured suspension is in the same spatial posture and stress state as the measured suspension on the original vehicle.

5. A gantry according to claim 1, wherein the wheel tray is provided with a transverse dovetail groove arrangement.

6. The gantry of claim 1, further comprising:

the lower end of the auxiliary actuator is fixed on the cast iron platform, and the output piston rod at the upper end is connected to the lower end of the sprung mass simulation plate through a disengageable mechanism and is used for driving the sprung mass simulation plate to move up and down;

the first force sensor is arranged between a force output piston rod of the auxiliary actuator and the sprung mass simulation plate in series and used for detecting the actual acting force applied to the sprung mass simulation plate by the auxiliary actuator;

and one end of the first displacement sensor is arranged on the cast iron platform, and the other end of the first displacement sensor is connected with the lower end of the sprung mass simulation plate and used for detecting the vertical displacement of the sprung mass simulation plate.

7. The gantry of claim 1, further comprising one or more sensor combinations, the sensors comprising:

the second force sensor is arranged between the main actuator and the wheel tray and used for detecting the exciting force of the main actuator on the wheel;

a second displacement sensor for measuring a displacement output of the main actuator;

a third displacement sensor for measuring the actual displacement of the unsprung mass of the measured suspension relative to the cast iron platform;

a third force sensor for measuring an applied force between a top end of the suspension damper under test and the bracket assembly.

8. The gantry of claim 6, further comprising:

a hydraulic source for providing hydraulic power to the primary actuator and the secondary actuator.

9. The gantry of claim 6, further comprising:

and one channel of the actuator controller receives an external signal to control the main actuator to output required displacement, and the other channel receives an external instruction to control the auxiliary actuator to drive the sprung mass simulation plate to move up and down.

Technical Field

The application relates to the technical field of vehicle suspensions, in particular to a multifunctional 1/4 vehicle suspension test bench.

Background

The suspension is a general name of all connecting, supporting and force transmitting devices between a frame and an axle or a wheel of an automobile. The traditional semi-active suspension cannot give consideration to both smoothness and control stability due to fixed parameters, and the semi-active/active suspension which appears in recent years can optimize the smoothness and the control stability under different driving conditions by intelligently adjusting the damping or/and the rigidity of a suspension system.

From the viewpoint of suspension, the vehicle is a complete system formed by coupling three parts, namely a vehicle body, the suspension and wheels. The vehicle with the semi-active suspension uses a variable damping shock absorber, a hollow spring and the like to replace corresponding parts of the traditional passive suspension as a controllable actuating mechanism; sensors such as a sprung acceleration sensor, a suspension height sensor and/or an automobile body gyroscope (IMU) and the like are arranged on the automobile body and the suspension, and can receive other signals sent by an automobile bus, so that the automobile state and the driving condition can be sensed; and the semi-active suspension controller calculates a control logic for optimizing the vehicle performance by using a control algorithm according to the vehicle state and the driving condition obtained in the sensing link, and sends a control instruction to the actuating mechanism. This constitutes a closed loop control system as shown in fig. 1.

For the research and development of a closed loop system formed by links such as the target vehicle, perception, control, execution and the like, the method mainly comprises two types, namely simulation, namely establishing a mathematical model of a research object and researching the characteristics of the mathematical model by using a pure numerical method; and the second is a test, namely, the characteristics of the object to be researched are researched by utilizing a testing means in actual operation or a simulation environment. The simulation research period is short, the cost is low, multiple rounds of simulation iteration can be rapidly carried out, the risk of carrying out tests under extreme working conditions and the like can be avoided, the research can be started when no physical sample exists in the early development, and the key point is to accurately model a research object; on the contrary, the experimental research is characterized in that the consistency of the result and the actual situation is good, but the experimental process is complex, the period is long, the cost is high, certain dangers exist for the experiment such as the limit working condition, and the research can be started only by the existence of a sample.

In actual research, two means of simulation and experiment are often used in a comprehensive way. For example, pure simulation is adopted in the early development stage, namely, the digital models are adopted in all the links, and the influence of different working conditions, the characteristics of an actuating mechanism and a control algorithm on the performance of the whole vehicle is analyzed by using a pure numerical simulation means. And real vehicle verification is carried out in the later development stage, namely all links adopt real objects, and the real vehicle is utilized to carry out testing and calibration under various working conditions.

With the development of the technology, the application range of the simulation means is wider and wider. However, a complete vehicle system comprises a plurality of components, some of which are difficult to accurately model or model parameters are difficult to accurately measure, such as tires, magnetorheological dampers and the like; and inevitably many simplifications are made in the modeling process, such as neglecting the friction force of some links, linearizing some nonlinear characteristics and the like. Thus making the results of pure simulation difficult to meet. Therefore, in most cases, both simulation and experiment are combined in a research system. For example, in a frequency range concerned by suspension dynamics, a vehicle body can be regarded as a rigid body, a suspension spring is very close to a linear model and the like, so that the model is relatively simple, accurate model parameters can be conveniently obtained, and model simulation can be adopted; the tires, the variable damping shock absorbers and the like are difficult to model, and real objects are adopted; for the controller, aiming at different research purposes, for example, a control model is adopted in a development stage, and a controller entity is adopted in a product verification stage. Such a testing process combining model simulation and Hardware implementation is Hardware-in-loop (HIL).

A hardware-in-loop simulation test platform for a suspension system is important instrument equipment in the process of development of the suspension system and matching development with a finished automobile, but at present, test benches specially developed for an active/semi-active suspension system are few, and only a small number of test benches can only realize single functions, such as a shock absorber comprehensive performance test bench which can only measure damping characteristics of a shock absorber, a 1/4 vehicle suspension test bench which can only carry out 1/4 vehicle suspension system test, a special bench which can only be used for controller hardware-in-loop test and the like. In order to form complete development capacity, a related unit usually needs to purchase a plurality of different racks, the racks have a plurality of repeated parts, the required cost is high, the occupied area is large, developers need to master the use operation of the plurality of different racks, a suspension system for testing needs to be repeatedly installed and switched among the plurality of racks, and the like, and the development efficiency is greatly influenced.

Disclosure of Invention

The present application is directed to solving, at least to some extent, one of the technical problems in the related art.

Therefore, the multifunctional 1/4 vehicle suspension test bench is provided, the multifunctional 1/4 vehicle suspension test bench can perform various suspension-related tests such as suspension performance test calibration, active/semi-active suspension control algorithm development calibration and suspension hardware-in-the-loop simulation test, and the like, and can cover most simulation test requirements in the field of vehicle suspension development, and multiple functions can be rapidly switched, so that repeated disassembly, assembly and debugging of a test system among multiple benches are reduced, the working efficiency is improved, waste caused by repeated purchasing of repeated parts of multiple functional single benches is avoided, and the cost and the floor area are saved.

In order to achieve the above purpose, the present application provides a multifunctional 1/4 vehicle suspension test bench, including:

the cast iron platform is provided with a T-shaped groove;

the support frame is arranged on the cast iron platform;

the sprung mass simulation plate is vertically arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the vertical direction of the linear guide rails;

the locking mechanism can lock the sprung mass simulation plate at any position of the linear guide rail when in a locking state;

the suspension to be tested comprises a wheel, a hub bearing, a steering knuckle, a shock absorber, a spring, an upper/lower swing arm and a steering pull rod;

the main actuator is vertically arranged below a wheel of the tested suspension, the lower end of the main actuator is fixed on the cast iron platform, a wheel tray is arranged on an output piston rod at the upper end of the main actuator, and a tire of the tested suspension is arranged on the wheel tray to excite the wheel so as to simulate uneven road surface input of the wheel when the vehicle runs; and

and the bracket component is used for fixing the tested suspension on the sprung mass simulation plate and ensuring that the tested suspension is in the same spatial attitude and stress state as the tested suspension on the original vehicle, wherein the tested suspension and the bracket component are provided with a sprung mass acceleration sensor, an unsprung mass acceleration sensor and a suspension height sensor.

In addition, the multifunctional 1/4 vehicle suspension test bench according to the above-mentioned embodiment of the application can also have the following additional technical features:

optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: the first oblique supporting column and the second oblique supporting column are arranged between the cast iron platform and the supporting frame to form an A-shaped frame structure.

Optionally, in one embodiment of the present application, additional masses may be mounted on either side of the sprung mass simulation plate for adjusting the simulated suspension sprung mass according to the target vehicle model.

Optionally, in an embodiment of the present application, one side of the bracket assembly is fixed to the sprung mass simulation plate, the other side of the bracket assembly is connected to the upper end of the shock absorber of the measured suspension, the vehicle body end connecting the swing arm to the vehicle body, and the vehicle body connecting end through the same hinge or ball pin as the original vehicle, and spatial positions of all connecting points are the same as those of the original vehicle, so as to ensure that the measured suspension is in the same spatial posture and stress state as that of the measured suspension on the original vehicle.

Optionally, in one embodiment of the present application, the wheel tray is provided with a transverse dovetail groove structure.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: the lower end of the auxiliary actuator is fixed on the cast iron platform, and the output piston rod at the upper end is connected to the lower end of the sprung mass simulation plate through a disengageable mechanism and is used for driving the sprung mass simulation plate to move up and down; the first force sensor is arranged between a force output piston rod of the auxiliary actuator and the sprung mass simulation plate in series and used for detecting the actual acting force applied to the sprung mass simulation plate by the auxiliary actuator; and one end of the first displacement sensor is arranged on the cast iron platform, and the other end of the first displacement sensor is connected with the lower end of the sprung mass simulation plate and used for detecting the vertical displacement of the sprung mass simulation plate.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: one or more sensor combinations, the sensor comprising: the second force sensor is arranged between the main actuator and the wheel tray and used for detecting the exciting force of the main actuator on the wheel; a second displacement sensor for measuring a displacement output of the main actuator; a third displacement sensor for measuring the actual displacement of the unsprung mass of the measured suspension relative to the cast iron platform; a third force sensor for measuring an applied force between a top end of the suspension damper under test and the bracket assembly.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: a hydraulic source for providing hydraulic power to the primary actuator and the secondary actuator.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: and one channel of the actuator controller receives an external signal to control the main actuator to output required displacement, and the other channel receives an external instruction to control the auxiliary actuator to drive the sprung mass simulation plate to move up and down.

The multifunctional 1/4 vehicle suspension test bench of the embodiment of the application can realize multiple functions of 1/4 vehicle suspension performance test and control algorithm development, 1/4 vehicle suspension hardware in-loop simulation, suspension parameter test and the like through different combinations of the contained functional modules, and covers the requirements of most simulation test benches in the field of vehicle suspension development. The multifunctional 1/4 vehicle suspension test bench has the advantages of being multifunctional and fast in switching, reducing repeated dismounting and debugging of a test system among a plurality of benches, greatly improving working efficiency, avoiding purchasing repeated parts of a plurality of functional single benches for development units, and saving cost and occupied area.

Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic diagram of a semi-active suspension vehicle system according to one embodiment of the present application;

FIG. 2 is a schematic diagram of a multi-function 1/4 vehicle suspension test bed configuration according to one embodiment of the present application;

FIG. 3 is a schematic illustration of a logical functional structure of a multi-function 1/4 vehicle suspension test stand according to one embodiment of the present application;

FIG. 4 is a schematic view of a wheel tray configuration according to one embodiment of the present application;

FIG. 5 is a schematic diagram of a multi-function 1/4 vehicle suspension test bed application example 1, according to one embodiment of the present application;

FIG. 6 is a schematic diagram of a multi-function 1/4 vehicle suspension test bed application example 2, according to one embodiment of the present application;

FIG. 7 is a schematic diagram of a multi-function 1/4 vehicle suspension test bed application example 3, according to one embodiment of the present application.

Detailed Description

Reference will now be made in detail to the embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.

A multi-function 1/4 vehicle suspension test stand proposed according to an embodiment of the present application is described below with reference to the accompanying drawings.

FIG. 2 is a schematic diagram of a multi-function 1/4 vehicle suspension test bed according to an embodiment of the present application. Fig. 3 is a schematic diagram of a logic function structure corresponding to the structure shown in fig. 2.

As shown in fig. 2, the multi-functional 1/4 vehicle suspension test bench of the embodiment of the present application includes:

the cast iron platform is provided with a T-shaped groove;

the support frame is arranged on the cast iron platform;

the sprung mass simulation plate is vertically arranged between the sprung mass simulation plate and the supporting frame, and the sprung mass simulation plate slides up and down along the vertical direction of the linear guide rails;

the locking mechanism can lock the sprung mass simulation plate at any position of the linear guide rail when in a locking state;

the suspension to be tested comprises wheels, a hub bearing, a steering knuckle, a shock absorber, a spring, an upper/lower swing arm and a steering pull rod;

the main actuator is vertically arranged below a wheel of the tested suspension, the lower end of the main actuator is fixed on the cast iron platform, a wheel tray is arranged on the output piston rod at the upper end of the main actuator, and a tire of the tested suspension is arranged on the wheel tray to excite the wheel so as to simulate the uneven road surface input of the wheel when the vehicle runs; and

and the bracket component is used for fixing the tested suspension on the sprung mass simulation plate and ensuring that the tested suspension is in the same space attitude and stress state as the tested suspension on the original vehicle, wherein the sprung mass acceleration sensor, the unsprung mass acceleration sensor and the suspension height sensor are arranged on the tested suspension and the bracket component.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: the first oblique supporting column and the second oblique supporting column are arranged between the cast iron platform and the supporting frame to form an A-shaped frame structure.

Optionally, in one embodiment of the present application, additional masses may be mounted on either side of the sprung mass simulation plate for adjusting the simulated suspension sprung mass according to the target vehicle model.

Optionally, in an embodiment of the present application, one side of the bracket assembly is fixed to the sprung mass simulation plate, and the other side of the bracket assembly is connected to the upper end of the shock absorber of the measured suspension, the vehicle body end connected to the swing arm and the vehicle body, and the vehicle body connecting end connected to the steering rod through the same hinge or ball pin as the original vehicle, and spatial positions of all the connecting points are the same as those of the original vehicle, so as to ensure that the measured suspension is in the same spatial attitude and stress state as that of the original vehicle.

Optionally, in one embodiment of the present application, the wheel tray is provided with a transverse dovetail slot arrangement.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: the lower end of the auxiliary actuator is fixed on the cast iron platform, and the output piston rod at the upper end is connected to the lower end of the sprung mass simulation plate through a disengageable mechanism and is used for driving the sprung mass simulation plate to move up and down; the first force sensor is arranged between a force output piston rod of the auxiliary actuator and the sprung mass simulation plate in series and used for detecting the actual acting force applied to the sprung mass simulation plate by the auxiliary actuator; one end of the first displacement sensor is arranged on the cast iron platform, and the other end of the first displacement sensor is connected with the lower end of the sprung mass simulation plate and used for detecting the vertical displacement of the sprung mass simulation plate.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: one or more sensor combinations, the sensors comprising: the second force sensor is arranged between the main actuator and the wheel tray and used for detecting the exciting force of the main actuator on the wheel; a second displacement sensor for measuring a displacement output of the main actuator; the third displacement sensor is used for measuring the actual displacement of the unsprung mass of the measured suspension relative to the cast iron platform; and the third force sensor is used for measuring the acting force between the top end of the tested suspension shock absorber and the bracket assembly.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: and the hydraulic source is used for providing hydraulic power for the main actuator and the auxiliary actuator.

Optionally, in one embodiment of the present application, the multi-function 1/4 vehicle suspension test rig further comprises: and one channel of the actuator controller receives an external signal to control the main actuator to output required displacement, and the other channel receives an external instruction to control the auxiliary actuator to drive the sprung mass simulation plate to move up and down.

Specifically, as shown in fig. 2 and 3, the cast iron platform 10 with the T-shaped groove provides a secure foundation for other component installations. Supporting frame 1 passes through rag bolt or welding and installs perpendicularly on cast iron platform 10, and two 9 upper ends of bearing diagonal post pass through the bolt or the welding is connected with supporting frame 1, and the lower extreme passes through rag bolt or welding installation on cast iron platform 10, and supporting frame 1 constitutes a firm A style of calligraphy frame construction with bearing diagonal post 9, cast iron platform 10, and vibration and deformation are less when making supporting frame 1 receive experimental load, have fine rigidity. The simulated suspension sprung mass simulation plate 3 is slidable up and down in the vertical direction of the support frame 1 by means of four vertically mounted linear guide rails 2. In order to adapt to the test of suspensions of different vehicle types, the two sides of the simulated suspension sprung mass simulation plate 3 can be additionally hung with simulated sprung mass additional mass blocks 4. A sprung mass locking mechanism 5 is provided between the suspension sprung mass simulating plate 3 and the linear guide 2, and is operative to lock the suspension sprung mass simulating plate 3 in a fixed position. The lower end of the auxiliary actuator 7 is fixed on the cast iron platform 10, and the upper end force-exerting piston rod is connected to the lower end of the suspension sprung mass simulation plate 3 through a disengageable mechanism and can drive the suspension sprung mass simulation plate 3 to move up and down. The first force sensor 6 is connected in series between the output piston rod of the sub-actuator 7 and the suspension sprung mass simulating plate 3, and can measure the acting force applied to the suspension sprung mass simulating plate 3 by the sub-actuator 7. One end of the first displacement sensor 8 is fixed on the cast iron platform 10, and the other end is connected with the lower end of the suspension sprung mass simulation plate 3, so that the vertical displacement of the suspension sprung mass simulation plate 3 can be measured. The tested suspension 16 consists of all suspension components such as wheels (rims and tires), hub bearings, steering knuckles, shock absorbers, springs, upper/lower swing arms, steering pull rods and the like, and is connected with the sprung mass simulation plate 3 through a bracket assembly consisting of an upper connecting bracket 21 and a lower connecting bracket 22, and the design of the upper connecting bracket 21 and the lower connecting bracket 22 ensures that the suspension is in the same spatial attitude and stress state as the suspension on the original vehicle. The main actuator 12 is vertically arranged below the wheel of the tested suspension 16, the lower end of the main actuator is fixed on the cast iron platform 10, the horizontal position and the height can be adjusted if necessary, a wheel tray 15 is arranged on the upper end output piston rod, and the tire of the tested suspension 16 is arranged on the wheel tray 15, so that the main actuator 12 can excite the wheel to simulate the uneven road surface input to the wheel when the vehicle runs. The second force sensor 14 is disposed between the main actuator 12 and the wheel pallet 15 and measures the excitation force applied to the wheel by the main actuator 12. The second displacement sensor 13 and the third displacement sensor 11 measure the displacement output of the actuator 11 and the displacement of the unsprung mass of the suspension relative to the cast iron platform 10, respectively. A sprung mass acceleration sensor 20, an unsprung mass acceleration sensor 17, and a suspension height sensor 18 are mounted on the suspension 16 to be measured and the upper pivot bracket 21, and a third force sensor 19 is provided between the top end of the suspension damper and the upper pivot bracket 21. If the main actuator 12 and the sub-actuator 7 are hydraulic actuators, the hydraulic source 23 provides hydraulic power thereto. And 24 is a dual-channel actuator controller, wherein one channel can receive signals from the outside, the main actuator 12 is controlled to output required displacement through an internal control program, and the other channel can receive an outside command and control the auxiliary actuator 7 to drive the sprung mass simulation plate 3 to move up and down.

A sprung mass locking mechanism 5 which can lock the sprung mass simulating plate 3 and the additional mass 4 to be fixed at the current position when necessary; when the locking mechanism 5 is not in operation, the sprung mass simulating plate 3 and the simulating sprung mass additional mass 4 can freely vibrate up and down along the linear guide rail 2 under the support of the tested suspension 16.

This rack has two actuators: 1) the main actuator 12 can carry out vibration excitation input on the tested suspension system 16 according to an external signal; 2) when the sprung mass locking mechanism 5 is released, the auxiliary actuator 7 can drive the sprung mass simulating plate 3 to move up and down according to the instruction, and the auxiliary actuator 7 can also be separated from the sprung mass simulating plate 3 to enable the sprung mass simulating plate 3 to vibrate freely.

The wheel tray 15 has a specially designed transverse dovetail configuration, as shown in fig. 4, with the upper wheel-contacting portion 15-1 being laterally slidable over a small range relative to the lower end 15-2, thereby eliminating the adverse effects of lateral forces on the main actuator 12 caused by lateral displacement during wheel up and down runout.

This rack has a plurality of sensors: 1) the first displacement sensor 8, the second displacement sensor 11 and the third displacement sensor 13 measure the vertical motion displacement of the sprung mass, the unsprung mass and the displacement input to the wheel, respectively; 2) the first force sensor 6 and the second force sensor 14 measure the vertical forces exerted by the sub-actuator 7 on the sprung mass simulating plate 3 and the main actuator 12 on the wheel of the measured suspension 16, respectively; 3) the sprung mass acceleration sensor 20, the unsprung mass acceleration sensor 17 and the suspension height sensor 18 measure sprung mass acceleration, unsprung mass acceleration and suspension height response, respectively, at suspension vibration; 4) the third force sensor 19 measures the force between the shock absorber tip and the bracket assembly as the suspension vibrates.

The multifunctional 1/4 vehicle suspension test bench of the embodiment of the application can realize multiple functions of 1/4 vehicle suspension performance test and control algorithm development, 1/4 vehicle suspension hardware-in-the-loop simulation, suspension parameter test and the like through different combinations of the contained functional modules.

When the sprung mass locking mechanism 5 of the rack does not work, the sprung mass simulation plate 3 can freely vibrate up and down along the linear guide rail 2, and the auxiliary actuator 7 is separated from the sprung mass simulation plate 3, the rack becomes an 1/4 vehicle suspension test rack, and the rack can be adapted to suspensions of various vehicle types in different structural forms to carry out 1/4 vehicle suspension performance test and suspension control algorithm development test. In this application state, the sprung mass simulating plate 3 can be hung with the simulated sprung mass additional mass 4 on both sides to accurately simulate the sprung mass of the target vehicle model converted into 1/4 vehicle model. The suspension 16 to be tested adopts a complete set of original vehicle real parts and consists of all suspension parts such as wheels (rims and tires), hub bearings, steering knuckles, shock absorbers, springs (or hollow springs), upper/lower swing arms (if any), steering pull rods and the like. The suspension 16 under test can be either a conventional passive suspension or a semi-active suspension employing variable damping shock absorbers (magnetorheological or solenoid controlled shock absorbers) and/or air springs. The specially designed upper connecting support 21 and lower connecting support 22 can accurately reproduce the mounting positions and postures of suspension springs, shock absorbers, upper/lower swing arms, pull rods and the like on the original vehicle, and ensure that wheels have accurate positioning angles, so that the motion and stress of the suspension during the test are completely the same as those of the suspension on the original vehicle. The main actuator 12 is adjustably positionable to be accurately positioned directly under the wheels of the suspension 16 to accommodate testing requirements of suspensions of different sizes.

If the sprung mass locking mechanism 5 locks the suspension sprung mass simulation plate 3, the platform becomes 1/4 vehicle suspension hardware-in-the-loop simulation, and 1/4 vehicle suspension hardware-in-the-loop simulation tests including suspension part real objects in different combinations can be performed. If only the damper and/or spring of the suspension 16 to be tested is mounted on the stand, the lower end of the damper and/or spring is directly connected to the main actuator 12, thus forming a hardware-in-loop test stand in which the damper/spring is embodied. Or all the parts are installed on the tested suspension 16, and the wheels of the tested suspension are connected with the main actuator, so that the hardware-in-loop test stand which takes the whole set of suspensions comprising wheels (including tires), shock absorbers, springs, swing arms, pull rods and the like as objects is formed.

When the sprung mass locking mechanism 5 of the rack does not work, the suspension sprung mass simulation plate 3 can freely vibrate up and down along the linear guide rail 2, and the auxiliary actuator 7 is connected to the suspension sprung mass simulation plate 3, the rack becomes a vehicle suspension parameter testing rack, for a tested rack which is installed and adjusted on the rack, the auxiliary actuator 7 is controlled to slowly ascend/descend so as to drive the suspension sprung mass simulation plate 3 to move up and down, so that the tested suspension 16 generates motion denaturation such as stretching, compression and the like, and the parameters such as sprung mass, unsprung mass, spring stiffness, tire vertical stiffness, guide rail friction force and the like of the testing system can be calculated by integrating force and displacement data measured by the sensor 6/8/11/13/14.

As a specific application example, the multifunctional 1/4 vehicle suspension test bench and the real-time measurement and control system with the real-time calculation function cooperate to complete simulation tests of multiple functions, and a few typical application examples are described below.

Present stage application example 1: semi-active suspension control algorithm development and parameter calibration

In the present application example, the sprung mass locking mechanism 5 of the rack is not operated, the sprung mass simulating plate 3 can freely vibrate up and down along the linear guide rail 2, the sub-actuator 7 is disengaged from the sprung mass simulating plate 3, and the mass of the simulated sprung mass additional mass 4 is adjusted so that the sum of the sprung masses is exactly equal to the sprung mass of the target vehicle model converted into 1/4 vehicle model. The tested suspension 16 adopts a complete set of real parts of the original vehicle, the upper transfer support 21 and the lower transfer support 22 are specially designed to accurately reproduce the mounting position and the posture of the tested suspension component on the original vehicle, the wheels are ensured to have accurate positioning angles, the position of the main actuator 12 is adjusted to be accurately positioned under the wheels of the suspension 16, and the platform becomes an 1/4 vehicle suspension testing platform.

The signal flow and control logic in this application example is shown in fig. 5. The sprung mass acceleration sensor 20, the unsprung mass acceleration sensor 17 and the suspension height sensor 18 on the gantry are the sensors that are essential for evaluating the suspension performance and necessary for implementing semi-active suspension control, and other sensors are installed as necessary, and the measured signals can be used as reference signals for evaluating the suspension performance. The real-time measurement and control system generates required pavement signals according to different test working condition requirements, the pavement signals are transmitted to the actuator controller 24 of the rack through the output port, and the main actuator 12 is controlled to apply different pavement excitations to the suspension system 16, so that the vibration conditions of the wheel suspension when the wheel suspension runs on different pavements are simulated. The sprung mass acceleration sensor 20, the unsprung mass acceleration sensor 17 and the suspension height sensor 18 are output to a signal input port of a real-time measurement and control system, and after signal conditioning and A/D conversion, signal display and recording functions are completed, and the comfort and the operation stability of the suspension on the 1/4 vehicle are quantitatively evaluated. A semi-active suspension control algorithm running in the real-time measurement and control system calculates control logic and control current required by the variable damping shock absorber and the air spring of the semi-active suspension according to the sensor signals, and outputs the control logic and the control current to the tested suspension 16 through a power driving circuit to control a coil of the variable damping shock absorber and an electromagnetic valve of the air spring, so that closed-loop control of the semi-active suspension is realized. By using the application example 1, development work such as performance evaluation and adjustment of the suspension, development of a semi-active suspension control algorithm, parameter calibration and the like can be completed.

This stage application example 2: 1/4 vehicle suspension hardware-in-the-loop simulation

In the application example, the sprung mass locking mechanism 5 locks the sprung mass simulation plate 3 immovably, and a suspension hardware-in-the-loop simulation rack formed by suspension parts with different combinations is mounted on the rack. For example, the frame is provided with only the damper and/or spring of the suspension 16 to be tested, and the lower end of the frame is directly connected with the main actuator 12, so that the hardware-in-loop test frame taking the damper/spring as a substance is formed. Or all the parts are installed on the tested suspension 16, and the wheels of the tested suspension are connected with the main actuator, so that the hardware-in-loop test stand which takes the whole set of suspensions comprising wheels (including tires), shock absorbers, springs, swing arms, pull rods and the like as objects is formed.

The signal flow and control logic in this application example is shown in fig. 6. The sensor 19 for transmitting force from the upper end of the shock absorber on the bench to the vehicle body is a key sensor necessary for hardware-in-loop simulation, other sensors are installed according to requirements, and the measured signal can be used as a test reference signal. 1/4 vehicle models of other vehicle components except suspension solids installed on a rack are operated in the real-time measurement and control system, and the road surface models generate required road surfaces according to simulation test working conditions and serve as road surface input of 1/4 vehicle models. 1/4 the suspension height obtained from the vehicle model simulation is output via the signal output port to the carriage actuator controller 24 to control the main actuator 12 to excite the suspension real object on the carriage. The acting force between the upper end of the shock absorber and the vehicle body measured by the third force sensor 19 is fed back to the 1/4 vehicle simulation model through a signal input port of the real-time measurement and control system after signal conditioning and A/D conversion, so that hardware-in-loop simulation of a suspension object +1/4 vehicle simulation model is completed. If the tested suspension 16 is a semi-active suspension adopting a variable damping shock absorber (magnetorheological shock absorber or electromagnetic valve control shock absorber) and/or an air spring, a semi-active suspension control algorithm is operated in a real-time measurement and control system at the same time, control logic and control current required by the shock absorber and the air spring are calculated according to sensor signals obtained by 1/4 vehicle model simulation, and the control logic and the control current are output to the tested suspension 16 through a power driving circuit to control a coil of the variable damping shock absorber and an electromagnetic valve of the air spring, so that the control of the shock absorber and/or the air spring of the semi-active suspension is realized. The application example is used for hardware-in-the-loop simulation based on the suspension real object, a simulation test result which is closer to the actual simulation result than pure software model simulation can be realized, and development work such as 1/4 vehicle semi-active suspension control algorithm development and parameter calibration, shock absorber air spring model research and parameter calibration can be carried out.

Present stage application example 3: 1/4 vehicle suspension parameter measurement

In application examples 1 and 2, after the suspension 16 is mounted, if parameters such as the sprung mass, the unsprung mass, the spring stiffness, the tire stiffness, and the like of the suspension 16 are to be accurately measured, the functions of the application examples can be used, as shown in fig. 7. The auxiliary jack 7 of the rack, the first force sensor 6 and the sprung mass simulation plate 3 are firmly connected, the main jack 12 is still, the sprung mass locking mechanism 5 does not act, the auxiliary jack 7 is controlled to slowly rise/fall so as to drive the sprung mass simulation plate 3 to move up and down, the tested suspension 16 generates motion denaturation such as stretching, compression and the like, and the parameters such as the sprung mass, the unsprung mass, the spring stiffness, the vertical stiffness of the tire, the friction force of the guide rail and the like of the rack system can be calculated by integrating the force and displacement data measured by the sensor 6/8/11/13/14.

According to the vehicle suspension rack provided by the embodiment of the application, the vehicle suspension rack can be combined into a test platform of a vehicle suspension with multiple functional purposes, and the platform covers most simulation test requirements in the field of vehicle suspension development. The multifunctional rapid switching device has the advantages that parameters can be shared among the functions, repeated disassembly, assembly and debugging of the test system among the racks are reduced, working efficiency can be greatly improved, repeated parts of the racks with a plurality of functions can be prevented from being purchased for development units, and cost and occupied area are saved.

Furthermore, the terms "first", "second", "primary" and "secondary" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," "primary," "secondary," may explicitly or implicitly include at least one of the feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.