CN108692962B - Vehicle road simulation system - Google Patents
Vehicle road simulation system Download PDFInfo
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- CN108692962B CN108692962B CN201710233511.1A CN201710233511A CN108692962B CN 108692962 B CN108692962 B CN 108692962B CN 201710233511 A CN201710233511 A CN 201710233511A CN 108692962 B CN108692962 B CN 108692962B
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- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
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- G01M17/04—Suspension or damping
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Abstract
A vehicle road simulation system, the system comprising: road analogue test system and test vehicle, wherein: the test vehicle comprises a test power assembly, a vehicle body structure and a chassis system; the test powertrain includes: the test transmission, the test power source and the test clutch; the chassis system comprises a power assembly suspension system and other chassis structural members; the parameters of the test power assembly are the same as those of the actual vehicle power assembly; when the test clutch is closed, the road simulation test system outputs acting force to the test power assembly through movement, and the acting force simulates the acting force generated by random vibration of the power assembly due to unsmooth road surface and the acting force generated by the output of the torque of the test power source to the power assembly suspension system. By adopting the scheme, the complexity of the vehicle road simulation system can be reduced while the precise simulation of the suspension load of the power assembly is realized.
Description
Technical Field
The invention relates to the field of vehicle simulation and test, in particular to a vehicle road simulation system.
Background
In automobile development, the design of each part needs to undergo trial and error and modification optimization. In order to find the problems existing in the automobile design as soon as possible, so as to greatly shorten the development period and reduce the development cost, the automobile generally needs to perform a public road test and a reinforced road test, and the two tests have the problems of too long time consumption, too high test cost and influence on the development progress of the product. Therefore, a road simulation test system suitable for an axle of a whole vehicle, a front/rear suspension of a vehicle chassis, and the like has appeared for testing the durability of a vehicle chassis system, a vehicle body, and the like. Although the road simulation test system can better simulate the load caused by the irregularity of the road surface to the power assembly suspension system, the load caused by the torque output of the power assembly to the power assembly suspension system cannot be simulated.
The power assembly suspension system is a part of the chassis system, is assembled between the power assembly and the vehicle body frame and can attenuate the force transmitted between the power assembly and the vehicle body frame. The torque output of the automobile power assembly and the load caused by the irregularity of the road are transmitted to the frame and the automobile body through the power assembly suspension system, while the existing road simulation test system can not simulate the torque output of the power assembly, so that the durability problems of the power assembly suspension system, the auxiliary frame and the automobile body structure caused by the torque output of the power assembly can not be checked.
To solve this problem, at present, one method is: the load borne by a power assembly suspension system in a road test is simulated by a torque input device consisting of a hydraulic cylinder and a series of matched clamps, but the simulation test system is complex in structure and difficult to operate. The other method is as follows: the power assembly suspension system is directly loaded by means of independent liquid adding and pressure cylinders and the like, and the problem of poor simulation precision exists.
Disclosure of Invention
The invention solves the problem of how to reduce the complexity of a vehicle road simulation system while realizing the accurate simulation of the suspension load of a vehicle power assembly.
To solve the above problem, an embodiment of the present invention provides a vehicle road simulation system, including: road analogue test system and test vehicle, wherein: the test vehicle includes: testing the power assembly, the vehicle body structure and the chassis system; the test powertrain includes: the test device comprises a test transmission, a test power source, a connecting clamp and a test clutch; the chassis system comprises a power assembly suspension system and other chassis structural members; wherein: the body structure and the chassis system of the test vehicle are the same as those of an actual vehicle; the output shaft of the test power source is relatively static with the shell of the test power source, and the test power source does not output power; one end of the test clutch is fixedly connected with an output shaft of the test power source through a connecting clamp, and the other end of the test clutch is fixedly connected with an input shaft of the test transmission, so that the transmission or interruption of torque between the test transmission and the test power source is realized; the parameters of the test power assembly are the same as those of the power assembly on the actual vehicle, and the connection modes of the shell of the test transmission and the shell of the test power source are the same as those of the actual vehicle; the road simulation test system is suitable for outputting acting force to the test power assembly through movement when the test clutch is engaged, and the acting force simulates the acting force generated by the power assembly suspension system due to random vibration of the power assembly suspension system and the acting force generated by the test power source torque output to the power assembly suspension system caused by the unsmooth road surface.
Optionally, the road simulation test system is further adapted to output an acting force to the test powertrain by moving when the test clutch is disengaged, wherein the acting force simulates an acting force generated by random vibration of the powertrain suspension system due to road surface irregularity. The test clutch can be connected/disconnected according to the switching value voltage signal, and is quick in response and large in load torque.
Optionally, the parameters of the powertrain include: the power assembly comprises an appearance structure of the power assembly, a suspension mounting point position of the power assembly, a suspension mounting point connecting mode of the power assembly, the mass of the power assembly, the rotational inertia of the power assembly and the mass center position of the power assembly.
Optionally, the mass distribution and the shape structure of the test transmission are the same as those of the transmission on the actual vehicle, and the transmission ratio of the test transmission is the same as that of the preset gear of the transmission on the actual vehicle.
Optionally, the preset gear is first gear.
Optionally, the test clutch is a clutch which can be engaged/disengaged according to the switching value voltage signal, the response speed is greater than a preset response speed threshold, and the load torque is greater than a preset load torque threshold.
Optionally, the test clutch is an electromagnetic gear type clutch.
Optionally, the road simulation test system includes any one of the following: a 24-channel inertial reaction force road simulation system and a 12-channel semi-inertial reaction force road simulation system.
Compared with the prior art, the technical scheme of the invention has the following advantages:
because the vehicle body structure and the chassis system of the test vehicle are the same as those of the actual vehicle, the output shaft of the power source is relatively static with the shell of the power source, and the shell of the power source does not output power, when the test clutch is closed, the action force which can simulate the running road of the test vehicle and the output of the torque of the test power source to the power assembly suspension system is output through the motion of the road simulation test system, namely the stress of the power assembly suspension system on the actual vehicle can be simulated, and the direct loading of the power assembly suspension system through the modes of adding a hydraulic cylinder and the like independently is avoided, so the simulation precision of the load borne by the power assembly suspension system can be improved, and the hydraulic cylinder and a series of matched clamps are not required to be additionally added in the road simulation test system, so the complexity of the vehicle road simulation system can be reduced at the same time.
Further, when the vehicle is in the first gear, the transmission ratio of the transmission on the actual vehicle is the largest, and when the power assembly suspension system bears the same load, the output shafts of the test clutch and the test power source bear the smallest torque, so that the transmission ratio of the transmission is set to be the same as the transmission ratio of the first gear of the transmission on the actual vehicle, the simulation effect of the maximum load borne by the power assembly suspension system can be obtained once, and the test efficiency is improved.
Furthermore, the test clutch is an electromagnetic tooth type clutch, and due to the fact that the load torque of the electromagnetic tooth type clutch is large and the response speed is high, the universality and the reliability of the test clutch can be greatly improved, and the response speed and the load capacity of the test can be improved.
Drawings
FIG. 1 is a schematic diagram of a vehicle road simulation system according to an embodiment of the present invention;
FIG. 2 is an axonometric projection of a vehicle road simulation system employing a 24-channel inertial reaction force road simulation system in an embodiment of the invention;
FIG. 3 is an axonometric projection of a vehicle road simulation system employing a 12-channel semi-inertial reaction force road simulation system in an embodiment of the invention;
FIG. 4 is an isometric projection of the powertrain and driveshaft of the test vehicle in accordance with an embodiment of the present invention;
FIG. 5 is an XZ plan view of the powertrain in an embodiment of the present invention;
FIG. 6 is a cross-sectional view corresponding to section A-A in FIG. 5 in an embodiment of the present invention;
FIG. 7 is a schematic structural diagram of a 24-channel inertial reaction force road simulation system according to an embodiment of the invention;
FIG. 8 is a flowchart of the operation of a vehicle road simulation system employing a 24-channel inertial reaction force road simulation system in an embodiment of the invention;
FIG. 9 is a schematic structural diagram of a 12-channel semi-inertial reaction force road simulation system 2 according to an embodiment of the present invention;
fig. 10 is a flowchart of the operation of the vehicle road simulation system using the 12-channel semi-inertial reaction force road simulation system in the embodiment of the present invention.
Detailed Description
As described above, the conventional vehicle road simulation system has a problem of either a complicated structure or a poor simulation accuracy.
In order to solve the problems, the vehicle road simulation system of the embodiment of the invention is characterized in that the vehicle body structure and the chassis system of the test vehicle are the same as those of the actual vehicle, the output shaft of the test power source and the shell of the test power source are relatively static, the shell of the test power source does not output power, when the test clutch is controlled to be closed, the acting force which can simulate the road on which the test vehicle runs and the torque of the test power source and is generated on the power assembly suspension system is output through the motion of the road simulation test system, the stress of the power assembly suspension system on the actual vehicle can be simulated, the direct loading on the power assembly suspension system in a mode of adding a hydraulic cylinder alone and the like is avoided, the simulation precision of the load on the power assembly suspension system can be improved, and the hydraulic cylinder and a series of matched clamps are not required to be additionally added in the road simulation test system, the complexity of the vehicle road simulation system can also be reduced at the same time.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Fig. 1 shows a vehicle road simulation system according to an embodiment of the present invention, which will be described in detail with reference to fig. 1. The simulation system may include: road simulation test system 1 'and test vehicle 2', wherein:
the test vehicle 2' comprises: the powertrain 21', body structure and chassis system were tested. The test powertrain 21' includes: a test transmission 213 ', a test power source 211 ', and a test clutch 212 '. The chassis system includes a powertrain suspension system 22' and other chassis structural members; wherein: the body structure and chassis system of the test vehicle 2' are the same as those of an actual vehicle. The output shaft of the test power source 211 ' is stationary relative to the housing of the test power source 211 ', and the test power source 211 ' does not output power. One end of the test clutch 212 ' is fixedly connected with an output shaft of the test power source 211 ', and the other end of the test clutch is fixedly connected with an input shaft of the test transmission 213 ', so that torque transmission or interruption between the test transmission 213 ' and the test power source 211 ' is realized. The test powertrain 21 ' has the same parameters as the powertrain on the actual vehicle, and the housing of the test transmission 213 ' and the housing of the test power source 211 ' are connected to each other in the same manner as the actual vehicle.
The road simulation test system 1 ' is adapted to output a force to the test powertrain 21 ' by movement when the test clutch 212 ' is engaged, the force simulating a road surface irregularity causing a force to be generated by the powertrain mount 22 ' due to random vibration of the powertrain mount 22 ' and a force to be generated by the output of the test power source 211 ' torque to the powertrain mount 22 '.
In particular implementation, when the test clutch 212 'is disengaged, the road simulator 1' may also move to output a force to the test powertrain 21 ', which simulates the force generated by the random vibration of the powertrain mount 22' due to road surface irregularities.
In order to improve the test accuracy of the vehicle road simulation system, in specific implementation, the parameters of the powertrain may include: the power assembly comprises an appearance structure of the power assembly, a suspension mounting point position of the power assembly, a suspension mounting point connecting mode of the power assembly, the mass of the power assembly, the rotational inertia of the power assembly and the mass center position of the power assembly.
In specific implementation, the mass distribution and the shape structure of the test transmission 213 ' are the same as those of a transmission on an actual vehicle, the transmission ratio of the test transmission 213 ' is fixed and unique, and the transmission ratio of the test transmission 213 ' is the same as that of a preset gear of the transmission on the actual vehicle.
Since the actual transmission ratio is the largest when the vehicle is in first gear, the output shafts of the test clutch 212 ' and the test power source 211 ' are the smallest in torque when the powertrain suspension system 22 ' is under the same load. Therefore, in an embodiment of the present invention, the predetermined gear is a first gear. Those skilled in the art can set the gear to other gears according to actual needs.
In order to improve the test response speed and the load capacity, in an implementation, the test clutch 212' may be a clutch that can be engaged/disengaged according to the switching value voltage signal, the response speed is greater than a preset response speed threshold, and the load torque is greater than a preset load torque threshold. In other words, the test clutch 212' is a clutch that can be engaged/disengaged according to the switching value voltage signal, has a fast response, and has a large load torque. In one embodiment of the present invention, the test clutch 212' may be an electro-magnetic tooth type clutch that is electrically engaged and electrically disengaged.
In the implementation, according to the difference of the structure and the test method, the road simulation test system 1' may be any one of the following: a 24-channel (channel) inertial reaction force road simulation system and a 12-channel (channel) semi-inertial reaction force road simulation system.
To enable those skilled in the art to better understand and implement the present invention, FIG. 2 shows an axonometric projection of a vehicle road simulation system employing a 24ch inertial reaction force road simulation system. Wherein: the direction of the X axis is the opposite direction of the advancing direction of the vehicle, the direction of the Y axis is the direction from the driver seat to the front passenger seat, and the direction of the Z axis is the direction vertical to the ground. As shown in fig. 2, the vehicle road simulation system includes: 24ch inertia reaction force road simulation system 1 and test vehicle 3.
FIG. 3 shows an axonometric projection of a vehicle road simulation system using a 12ch half-inertia reaction force road simulation system. As shown in fig. 3, the vehicle road simulation system includes: 12ch half inertia reaction force road simulation system 2 and test vehicle 3.
In the specific implementation, the body structure and chassis system parts in the test vehicle 3 are the same as those of the original test vehicle for the standard road simulation test, and the power source, the gearbox and the clutch in the power assembly of the original test vehicle for the standard road simulation test need to be adjusted. Wherein the power source may include at least one of an engine or a driving motor.
Fig. 4 shows an axonometric view of the drive train and the propeller shaft of the test vehicle according to the embodiment of the invention. FIG. 5 shows an XZ plan view of a powertrain in an embodiment of the present invention. Fig. 6 is a sectional view corresponding to a-a in fig. 5. Referring to fig. 4 to 6, the structure of the powertrain of the vehicle road simulation system will be described in detail.
In a specific implementation, the test powertrain may include a test power source 4, a test transmission 5, a test clutch 11, and a connection clamp 12. The test powertrain 8 and the powertrain on the actual vehicle have the same appearance structure, the same suspension mounting point structure, the same position, the same connection mode, the same mass, the same rotational inertia and the same center of mass position. In other words, the test powertrain 8 has the same external shape structure, the same suspension mounting point structure, the same position, the same connection mode, the same mass, the same rotational inertia and the same center of mass position as the powertrain for the standard type road simulation test. The connection of the case of the test power source 4 and the case of the test transmission 5 is in accordance with the connection on the actual vehicle.
In a specific implementation, the output shaft 13 of the test power source 4 is fixedly connected with the housing 14 of the test power source, i.e. the output shaft 13 of the test power source 4 and the housing 14 of the test power source cannot rotate and move relatively. A test clutch 11 is provided between an output shaft 13 of the test power source 4 and an input gear shaft 9 of the test transmission 5. The test user can control the opening and closing of the test clutch 11 by using the switching value signal output by the controller, thereby cutting off or engaging the torque transmission between the test power source 4 and the test transmission 5 at any time.
In the concrete implementation, the input gear shaft 9 of the test transmission 5 is connected with the long output shaft 24 and the short output shaft 25 through gears, and the transmission ratio of the test transmission 5 is equal to that of a test original vehicle transmission used for a standard road simulation test in the first gear. The connection mode of the test transmission 5 and the transmission shaft of the test vehicle 3 is the same as the connection mode between the transmission shafts of the original vehicle.
In the specific implementation, the test clutch 11 is fixedly connected with the output shaft 13 of the test power source 4 and the input gear shaft 9 of the test transmission 5 through the connecting clamp 12. In particular implementations, the on and off of the torque transmission path of the test clutch 11 can be controlled by any of electromagnetic, hydraulic, or pneumatic means.
It should be noted that, depending on the engine arrangement and driving manner, the passenger cars can be divided into front drive (FF), front rear drive (FR), front four-wheel drive, middle rear drive (MR), middle four-wheel drive, rear drive (RR), and rear four-wheel drive. Among them, passenger cars of front-engine front-drive type, i.e., front-engine front-drive, are the most widely used arrangement for passenger cars.
In specific implementation, the embodiments shown in the present invention are all the test powertrain 8 obtained after the adjustment of the front-engine front-drive vehicle, and can also be used for testing front-engine rear-drive (FR), front-engine four-drive (fw), middle-engine rear-drive (MR), middle-engine four-drive (mdf), rear-engine rear-drive (RR), rear-engine four-drive (rdf) and other vehicles with the arrangement modes by appropriate adjustment.
In specific implementation, based on the power source of the vehicle for the standard road simulation test system, the output shaft of the power source is locked mechanically or in other ways to ensure that the output shaft of the power source cannot rotate relative to the shell of the power source to obtain the test power source 4, and the test power source which has the same mass distribution and appearance structure as the power source of the vehicle for the standard road simulation test system and is fixedly connected between the output shaft and the shell can be redesigned and manufactured. To improve the reliability of the simulation system, in an embodiment of the present invention, the test power source 4 may be redesigned.
In specific implementation, the test transmission 5 can be obtained by ensuring that the transmission is at the first gear based on the transmission of the vehicle for the standard road simulation test system in a mechanical or other mode, or the test transmission 5 with the same mass distribution, the same shape and structure as those of the transmission of the vehicle for the standard road simulation test system and the same transmission ratio as that of the first gear of the transmission of the vehicle for the standard road simulation test system can be redesigned and manufactured. It should be noted that the first gear is a starting gear and is also a gear with the largest transmission ratio of the gearbox, the first gear is set, and when the power assembly suspension system bears the same load, the output shafts of the test clutch 11 and the test power source 4 bear the smallest torque. In order to ensure the reliability of the structure, the test transmission 5 can be redesigned and manufactured in a specific implementation.
In a specific implementation, the test transmission 5 may include a test transmission housing 10, a test transmission input gear shaft 9, and a test transmission bull gear and differential assembly 15. The test transmission input gear shaft 9 is a columnar part comprising a pinion and a stepped shaft, one end of the test transmission input gear shaft 9 is supported on a shell 10 of a test transmission box through a bearing, the middle section of the test transmission input gear shaft is of a gear structure and is meshed with a large gear of the test transmission and a large gear in a differential assembly 15, and the other end of the test transmission input gear shaft 9 is a stepped shaft and is connected with a test clutch 11 through a key. The large gear and differential assembly 15 of the test transmission is of an integrated structure of the large gear and the differential assembly, and the large gear is fixedly connected with a shell of the differential. The transmission ratio of the differential assembly in the large gear and differential assembly 15 of the test transmission is the same as that of the differential of the original test vehicle before modification, and the long output shaft 24 and the short output shaft 25 of the differential assembly are respectively the same as the output shaft structures of the corresponding positions of the gear box of the vehicle for the standard road simulation test system.
To improve the accuracy of the vehicle road simulation system, in one embodiment of the present invention, the test clutch 11 may be an electromagnetic tooth type clutch that is electrically engaged and electrically disengaged. And is fixedly connected with an output shaft 13 of the test power source 4 through a connecting clamp 12. When the torque of the power assembly needs to be simulated, the power supply is controlled to supply power to the test clutch 11, and the test clutch 11 is engaged to realize the torque transmission between the test power source 4 and the test transmission 5. When the torque of the power assembly does not need to be simulated, the power supply is controlled to be powered off, the test clutch 11 is separated, and the torque transmission between the test power source 4 and the test transmission 5 is interrupted.
In order to make those skilled in the art better understand and implement the present invention, fig. 7 shows a schematic structural diagram of a 24ch inertial reaction force road simulation system in an embodiment of the present invention, and as shown in fig. 7, the 24ch inertial reaction force road simulation system 1 may include four road simulators, which are respectively a first road simulator 16, a second road simulator 17, a third road simulator 18, and a fourth road simulator 19, and may further include two vehicle body longitudinal constraint devices, which are respectively: a first longitudinal body restraint device 20 and a second longitudinal body restraint device 21. The first road simulator 16, the second road simulator 17, the third road simulator 18 and the fourth road simulator 19 have the same structure and performance parameters, at least have four degrees of freedom of X-direction translation, Y-direction translation, Z-direction translation and rotation around a Y axis, replace four wheel rims of the test vehicle 3, are respectively and fixedly connected with four wheel hubs of the test vehicle, and simulate forces and braking or driving torques along three axial directions borne by the wheel positions of the test vehicle.
In specific implementation, the internal arrangement modes of the first road simulator and the fourth road simulator are completely the same, the internal arrangement modes of the second road simulator and the third road simulator are completely the same, the first road simulator and the second road simulator are arranged in mirror symmetry relative to the XZ plane of the 24ch inertial reaction force road simulation system 1, and the third road simulator and the fourth road simulator are arranged in mirror symmetry relative to the XZ plane of the 24ch inertial reaction force road simulation system 1.
In the specific implementation, the first longitudinal body restraint device 20 and the second longitudinal body restraint device 21 are identical. The first vehicle body longitudinal restraint device 20 is fixedly mounted in front of the vehicle head and connected with the front end of the vehicle body through a pin shaft and a clamp. The second longitudinal body restraint device 21 is fixedly mounted at the rear of the vehicle tail and connected with the tail end of the vehicle body through a pin shaft and a clamp. The longitudinal restraint of the vehicle body can be realized by controlling the first vehicle body longitudinal restraint device 20 and the second vehicle body longitudinal restraint device 21 to operate.
Fig. 8 is a flowchart showing the operation of the vehicle road simulation system using the 24ch inertial reaction force road simulation system in the embodiment of the present invention, and the operation may be divided into the following steps:
step S81: a test vehicle is set up.
In specific implementation, a power assembly of the test vehicle can be arranged firstly, the power source output shaft is restrained, so that the power source output shaft cannot move relative to a shell of the power source, the test power assembly is installed on the test vehicle, and then the test gearbox, the test clutch and the like are installed on the test vehicle.
Step S82: the test vehicle was mounted to a 24ch inertia reaction force road simulation system.
In the implementation, the test vehicle is mounted on a 24ch inertia reaction force road simulation system, and the vehicle body of the test vehicle is restrained, namely the first vehicle body longitudinal restraining device and the second vehicle body longitudinal restraining device are controlled to restrain the vehicle body longitudinally.
Step S83: and controlling the test clutch to open and close.
In particular implementations, the test clutch may be controlled to transition from a disengaged state to an engaged state to effect torque transfer between the test power source and the test transmission.
Step S84: and controlling the 24ch inertia reaction force road simulation system to move.
In specific implementation, the 24ch inertia reaction force road simulation system 1 can be controlled to move, and the wheel center loads of the test vehicle with six degrees of freedom are repeated through repeated iterative calculation, so that the load borne by the power assembly suspension system can be simulated based on the vehicle road simulation system.
Step S85: releasing the restraint on the test vehicle.
In specific implementation, after the load simulation test of the powertrain suspension system is completed, the test clutch is controlled to be in a separated state, and the longitudinal restraint of the first vehicle body longitudinal restraint device and the second vehicle body longitudinal restraint device on the vehicle body of the test vehicle is released.
Fig. 9 shows the structure of the 12ch half-inertia reaction force road simulation system 2 according to the embodiment of the present invention, where the 12ch half-inertia reaction force road simulation system 2 may include two road simulators, which are the first road simulator 16 and the second road simulator 17 in this order, and the 12ch half-inertia reaction force road simulation system 2 may further include two wheel supporting jigs, which are the first wheel supporting jig 22 and the second wheel supporting jig 23 in this order. The first road simulator 16 and the second road simulator 17 have the same structure and performance parameters, and at least have four degrees of freedom of X-direction translation, Y-direction translation, Z-direction translation and rotation around a Y axis. The first road simulator 16, the second road simulator 17, the first wheel supporting jig and the second wheel supporting jig are adapted to respectively simulate four wheel rims of the test vehicle 3, and are respectively fixedly connected with four wheel hubs of the test vehicle 3, so as to simulate forces and braking/driving torques in three axial directions borne by a front wheel of the test vehicle.
Fig. 10 is a flowchart showing the operation of the vehicle road simulation system using the 12ch half-inertia reaction force road simulation system according to the embodiment of the present invention, which may be divided into the following steps:
step S101: a test vehicle is set up.
In a specific implementation, step S101 may be implemented with reference to step S81, and is not described herein again.
It should be noted that, because the first wheel supporting clamp and the second wheel supporting clamp already realize the longitudinal displacement constraint on the test vehicle, the longitudinal constraint on the vehicle body does not need to be separately set when the 12ch half-inertia reaction force road simulation system is adopted.
Step S102: and controlling the test clutch to open and close.
In a specific implementation, step S102 may be implemented with reference to step S83, and is not described herein again.
Step S103: and controlling the 12ch half inertia reaction force road simulation system 2 to move.
In specific implementation, the 12ch semiinertial reaction force road simulation system 2 can be controlled to move, the driving signal of the 12ch semiinertial reaction force road simulation system 2 is continuously corrected through repeated iterative calculation, and the wheel center load of the test vehicle with six degrees of freedom is reproduced, so that the load borne by the powertrain suspension system is reproduced based on the vehicle road simulation system.
Step S104: and controlling the test clutch to be in a separated state.
In specific implementation, the test clutch can be controlled to be in a separation state after the load simulation test of the power assembly suspension system is completed.
In conclusion, the vehicle road simulation system in the embodiment of the invention can simulate the load borne by the power assembly suspension system in a road test in high precision and real time, and does not need to perform special processing on the detected data. The simulation system is simple in structure and convenient to operate, complex test fixtures and hydraulic cylinders do not need to be additionally arranged, and meanwhile, the simulation test method has good universality and operability.
Those skilled in the art will appreciate that all or part of the steps in the methods of the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer-readable storage medium, and the storage medium may include: ROM, RAM, magnetic or optical disks, and the like.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (8)
1. A vehicle road simulation system, comprising: road analogue test system and test vehicle, wherein:
the test vehicle includes: testing the power assembly, the vehicle body structure and the chassis system; the test powertrain includes: the test transmission, the test power source and the test clutch; the chassis system comprises a power assembly suspension system and other chassis structural members; wherein: the body structure and the chassis system of the test vehicle are the same as those of an actual vehicle; the output shaft of the test power source is relatively static with the shell of the test power source, and the test power source does not output power; one end of the test clutch is fixedly connected with an output shaft of the test power source through a connecting clamp, and the other end of the test clutch is fixedly connected with an input shaft of the test transmission, so that the transmission or interruption of torque between the test transmission and the test power source is realized; the parameters of the test power assembly are the same as those of the power assembly on the actual vehicle, and the connection modes of the shell of the test transmission and the shell of the test power source are the same as those of the actual vehicle;
the road simulation test system comprises a road simulator, wherein the road simulator is located at the position of a wheel rim of the test vehicle and fixedly connected with a wheel hub of the test vehicle, and is used for outputting acting force to the test power assembly through movement when the test clutch is engaged, and the acting force simulates the irregularity of a road surface to cause the random vibration of the power assembly to be applied to the acting force generated by the power assembly suspension system and the output of the torque of the test power source to be applied to the acting force generated by the power assembly suspension system.
2. The vehicle road simulation system of claim 1, further adapted to output a force to the test powertrain by movement when the test clutch is disengaged, the force simulating a force generated by random vibration of the powertrain suspension system due to road surface irregularity.
3. A vehicle road simulation system according to claim 1, wherein the parameters of the powertrain include: the power assembly comprises an appearance structure of the power assembly, a suspension mounting point position of the power assembly, a suspension mounting point connecting mode of the power assembly, the mass of the power assembly, the rotational inertia of the power assembly and the mass center position of the power assembly.
4. The vehicle road simulation system of claim 1, wherein the mass distribution and profile of the test transmission are the same as those of a transmission on an actual vehicle, and the gear ratio of the test transmission is the same as that of a preset gear of the transmission on the actual vehicle.
5. The vehicle road simulation system according to claim 4, wherein the preset gear is first gear.
6. The vehicle road simulation system of claim 1, wherein the test clutch is a clutch that can be engaged/disengaged according to the switching value voltage signal, the response speed is greater than a preset response speed threshold, and the load torque is greater than a preset load torque threshold.
7. The vehicle road simulation system of claim 6, wherein the test clutch is an electromagnetic tooth type clutch.
8. The vehicle road simulation system of claim 1, wherein the road simulation test system comprises any one of:
a 24-channel inertial reaction force road simulation system and a 12-channel semi-inertial reaction force road simulation system.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201710233511.1A CN108692962B (en) | 2017-04-11 | 2017-04-11 | Vehicle road simulation system |
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| CN201710233511.1A CN108692962B (en) | 2017-04-11 | 2017-04-11 | Vehicle road simulation system |
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| CN110689613B (en) * | 2019-09-18 | 2023-04-14 | 广州大学 | Vehicle road simulation scene construction method, device, medium and equipment |
| CN111751122B (en) * | 2020-06-24 | 2022-03-18 | 中国第一汽车股份有限公司 | Vehicle body attitude control system for road simulation test |
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