CN111189598A - Free modal test method for car wheel - Google Patents
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- CN111189598A CN111189598A CN201911409547.6A CN201911409547A CN111189598A CN 111189598 A CN111189598 A CN 111189598A CN 201911409547 A CN201911409547 A CN 201911409547A CN 111189598 A CN111189598 A CN 111189598A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M7/00—Vibration-testing of structures; Shock-testing of structures
- G01M7/02—Vibration-testing by means of a shake table
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention provides a free mode testing method for a car wheel, which comprises the following steps: A. model simplification is carried out on the wheel structure; B. determining the position of a reference point during wheel mode measurement; C. arranging an acceleration sensor at a reference point; D. determining an excitation point during a wheel modal measurement test; E. building a test rack and a wheel modal test system; F. performing wheel mode test by a force hammer method; G. simulating the modal frequency and the modal shape of the wheel; H. and confirming the modal frequency and the modal shape of the wheel. The invention has the beneficial effects that: the modal frequency and the modal vibration mode of the wheel in the free state can be accurately measured, uncertain factors in the testing process can be reduced, modal testing and analysis processes are normalized, the testing cost is saved, and the product development period is shortened.
Description
Technical Field
The invention belongs to the technical field of dynamic performance testing of automobile wheels, and particularly relates to a free modal testing method of a car wheel.
Background
In the driving process of the automobile, drivers and passengers can be influenced by the action of the exciting force in all directions, so that the riding comfort of the automobile is directly influenced. The common car wheel consists of a rim, a spoke and a wheel center, wherein the wheel center is fixedly connected with a wheel shaft through a bolt, the rim of the wheel is assembled with a tire, and the three parts can be cast into a whole or can be separately processed and then assembled. In use, a passenger car wheel transmits a load to a tire mainly through a road surface, then forms a load acting on a wheel rim, transmits the load to the wheel through a subframe and a vehicle suspension, and forms a load acting on a wheel center position. Meanwhile, due to the requirement of light weight of the vehicle, the unsprung mass tends to be reduced, so that the mass of the wheel is smaller and smaller.
And the wheel is more likely to generate resonance along with the optimization of the structure of each position of the wheel. The wheel resonance mode is not only related to the smoothness of the whole vehicle, but also directly related to the reliability and the service life of the wheel, so that the research on the free mode of the wheel is concerned by more and more host factories and wheel part manufacturers. However, many engineers still stay in the finite element simulation level and do little research through the bench test method in the wheel free mode analysis. The finite element calculation method firstly needs to establish a modal analysis finite element model, and can be used for preliminarily estimating the modal frequency and the mode shape of the wheel, but the theoretical finite element model has certain difference with the actual wheel structure, performance distribution and the like, so that the real wheel mode has certain difference with the theoretical simulation, and the method is generally applied to the initial stage of wheel design. The other method is a bench test method, and the method can be used for more accurately predicting the real modal shape of the wheel. However, there is no published standard for reference, so that the whole test flow may cause significant differences due to different test flows. In addition, during modal testing, the node and the mode distribution of the wheel are generally predicted by using a finite element model, so that the positions of a measurement reference point and an excitation point can be reasonably designed, but the finite element model of the wheel is difficult to obtain during general bench testing.
In addition, currently, no industry or national standard is disclosed in the aspect of a wheel mode bench test method, so that the test results obtained by different wheel test methods may have differences, and direct mode comparison among different products and evaluation on the influence of the wheel mode on other parts and products of the automobile cannot be performed. Therefore, a free mode test of the wheel is researched, a set of complete free mode test flow of the wheel is established, and a foundation is laid for design optimization of a wheel product.
Disclosure of Invention
In view of the above, the present invention aims to provide a free mode testing method for a car wheel, so as to solve the above-mentioned problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a free mode testing method for a car wheel comprises the following steps:
A. model simplification is carried out on the wheel structure;
B. determining the position of a reference point during wheel mode measurement;
C. arranging an acceleration sensor at a reference point;
D. determining an excitation point during a wheel modal measurement test;
E. building a test rack and a wheel modal test system;
F. performing wheel mode test by a force hammer method;
G. simulating the modal frequency and the modal shape of the wheel;
H. and confirming the modal frequency and the modal shape of the wheel.
Further, the simplified structure of the wheel model in the step a is as follows: the wheel comprises a rim and a wheel center, wherein the inside of one side of the rim is connected with the wheel center through a plurality of spokes which are uniformly distributed, and the rim is of an annular symmetrical structure.
Furthermore, in the step B, the reference point in the wheel mode measurement is located at the wheel center, one end of the outer side of the rim, which is close to the spoke, the middle of the outer side of the rim and one end of the outer side of the rim, which is far away from the spoke, the position of the reference point is defined by adopting a column coordinate, wherein the X axis of the column coordinate is along the tangential direction, the Z axis is along the radial direction, and the Y axis is along the axial direction.
Further, the positional relationship of the acceleration sensors arranged in step C is as follows:
a plurality of wheel center acceleration sensors are uniformly arranged along the circumferential direction of a wheel center;
a plurality of first rim acceleration sensors are uniformly arranged at one end of the outer side of the rim, which is close to the spoke, in the circumferential direction;
a plurality of second rim acceleration sensors are uniformly arranged in the circumferential direction at the middle position of the outer side of the rim;
and a plurality of third wheel rim acceleration sensors are uniformly arranged at one end of the outer side of the wheel rim, which is far away from the spoke, in the circumferential direction.
Furthermore, a first rim acceleration sensor, a second rim acceleration sensor and a third rim acceleration sensor on the outer side of the rim are distributed at the position corresponding to each spoke and between every two adjacent spokes.
Further, the wheel center acceleration sensor, the first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor are arranged and measured simultaneously or step by step before measurement.
Further, the process of determining the excitation point position in step D is as follows: according to the arrangement characteristics of the acceleration sensor, excitation is carried out in the x direction, the y direction and the z direction of the acceleration sensor, excitation points a, b and c are respectively defined on a wheel according to a wheel structure, the excitation point a is an excitation point in the circumferential tangential direction, a mass block is pasted on the wheel at the excitation point a, the excitation point a is loaded in the lateral direction perpendicular to the mass block and applies a loading force in the tangential direction to the wheel, the excitation point b is excitation in the circumferential radial direction, and the excitation point c is an excitation point in the axial direction.
Further, the process of building the test bench in the step E is as follows: a testing bench with a cubic structure is built by using a truss, and wheels are supported by a soft rope and connected to the testing bench;
the wheel modal testing system comprises an acceleration sensor, a force hammer, a data collector and a setting computer, wherein the acceleration sensor and the force hammer are connected to the data collector, and the setting computer is also connected to the data collector.
Further, the wheel model test process in step F includes the following steps:
F1. in a wheel modal test preparation stage, establishing a modal test geometric model according to a reference point position and the direction of a stuck acceleration sensor;
F2. setting specific parameters in the modal testing process;
F3. selecting a test reference point and an excitation point, performing hammering test at the selected excitation point, judging whether the test flow is reasonable after the test is finished, if the energy of the tested transfer function at the resonance peak value is more than 100 times larger than that at other positions, meanwhile, the related function is 0 at the resonance frequency and 1 at other positions, replacing the next excitation point for testing, otherwise, detecting the test process, and adjusting the acquisition parameter setting until the requirement is met;
F4. and F3 is repeated to obtain the transfer function matrix of all the point positions.
Further, the step G includes a process of simulating the wheel modal frequency and the modal shape: the wheel center, the spoke and the rim are connected to form boundary constraint of the wheel center and the spoke, and a first-order modal shape and a second-order modal shape of the wheel center of the spoke are obtained by correspondingly constraining the degree of freedom of the connecting part of the spoke and the rim in the finite element model; establishing a finite element model of the simplified wheel according to the size of the wheel; and obtaining a first-order modal shape, a second-order modal shape and a third-order modal shape of the wheel by using the simplified finite element model of the wheel.
And further, in the step H, the wheel simulation modal shape obtained through the analysis in the step G is used for identifying and confirming the wheel test modal parameters.
Compared with the prior art, the free mode testing method for the car wheel has the following advantages:
the free mode test method of the car wheel firstly adopts a knocking method to carry out the mode test of the wheel according to the general structure and the test condition of the car wheel; the reference point placement along the rim and spoke locations during the test is then defined. Then establishing software parameters and a test operation flow in the modal test process; finally, identifying the modal vibration mode in the test result by utilizing a simplified wheel integral model, a rim, a spoke and a wheel integral finite element model; the modal frequency and the modal vibration mode of the wheel in the free state can be accurately measured, uncertain factors in the testing process can be reduced, modal testing and analysis processes are normalized, the testing cost is saved, and the product development period is shortened.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a flow chart of a free mode testing method for a car wheel according to an embodiment of the invention;
FIG. 2 is a simplified model of a wheel structure according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating a wheel mode reference point coordinate system definition;
FIG. 4 is a schematic diagram of an arrangement position of a wheel center acceleration sensor according to an embodiment of the present invention;
FIG. 5 is a schematic view of a first rim acceleration sensor arrangement according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a second rim acceleration sensor arrangement according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of an arrangement position of a third rim acceleration sensor according to the embodiment of the present invention;
fig. 8 is a schematic diagram illustrating an overall arrangement position of an acceleration sensor at a wheel reference point according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of the arrangement positions of the excitation points according to the embodiment of the present invention;
FIG. 10 is a block diagram of a wheel mode testing system according to an embodiment of the present invention;
FIG. 11 shows a first-order mode shape of the rim;
FIG. 12 shows a second-order mode shape of the rim;
FIG. 13 shows a first-order vibration pattern of the spoke center;
FIG. 14 is a second order vibration pattern of the spoke center;
FIG. 15 is a first order vibration pattern of the wheel as a whole;
FIG. 16 is a second order vibration pattern of the wheel as a whole;
FIG. 17 is a three-step vibration pattern of the wheel as a whole;
FIG. 18 is a wheel modal frequency;
FIG. 19 is a partial amplification of the first-order modal frequencies;
FIG. 20 is a graph showing experimental first-order mode shapes;
FIG. 21 is a test second order mode shape.
Description of reference numerals:
1-a rim; 2-spokes; 3-wheel center; 4-a test bench; 5-soft rope; 6-force hammer; 7-setting a computer; 8-a data collector; 9-an acceleration sensor; 10-vehicle wheels.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 1, a free mode testing method for a car wheel includes the following steps:
A. model simplification is carried out on the wheel structure;
B. determining the position of a reference point during wheel mode measurement;
C. arranging an acceleration sensor at a reference point;
D. determining an excitation point during a wheel modal measurement test;
E. building a test rack and a wheel modal test system;
F. performing wheel mode test by a force hammer method;
G. simulating the modal frequency and the modal shape of the wheel;
H. and confirming the modal frequency and the modal shape of the wheel.
As shown in fig. 2, the simplified structure of the wheel model in step a is as follows: the wheel comprises a rim 1 and a wheel center 3, wherein the inside of one side of the rim 1 is connected with the wheel center 3 through a plurality of spokes 2 which are uniformly distributed, and the rim 1 is in an annular symmetrical structure.
And in the step B, the reference points in the wheel mode measurement are located at the wheel center 3, one end, close to the spoke 2, of the outer side of the rim 1, the middle of the outer side of the rim 1 and one end, far away from the spoke 2, of the outer side of the rim 1, as shown in fig. 3, the positions of the reference points are defined by adopting column coordinates, the X axis of each column coordinate is along the tangential direction, the Z axis is along the radial direction, and the Y axis is along the axial direction.
As shown in fig. 4 to 8, the position where the acceleration sensor 9 is arranged in step C is relatively flat, and the position is pasted according to the column coordinate defining direction, and the specific positional relationship is as follows:
a plurality of wheel center acceleration sensors are uniformly arranged along the circumferential direction of the wheel center 3;
a plurality of first rim acceleration sensors are uniformly arranged at one end of the outer side of the rim 1 close to the spoke 2 in the circumferential direction;
a plurality of second rim acceleration sensors are uniformly arranged at the middle position of the outer side of the rim 1 in the circumferential direction;
and a plurality of third rim acceleration sensors are uniformly arranged at one end of the outer side of the rim 1, which is far away from the spoke 2, in the circumferential direction.
The first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor on the outer side of the rim 1 are distributed at the position corresponding to each spoke 2 and between every two adjacent spokes 2, the number of the spokes 2 of the wheel 10 selected in the embodiment is 5, and the spokes 2 are arranged at the positions opposite to the spokes 2, so that the numbers of the first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor are respectively 10, A1 to A5 in FIG. 4 are wheel center acceleration sensors, B1 to B10 in FIG. 5 are first rim acceleration sensors, C1 to C10 in FIG. 6 are second rim acceleration sensors, and D1 to D10 in FIG. 7 are third rim acceleration sensors.
The wheel center acceleration sensor, the first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor are arranged and measured simultaneously or step by step before measurement.
The process of determining the position of the excitation point in the step D is as follows: according to the arrangement characteristics of the acceleration sensor 9, excitation is performed in the x, y and z directions of the acceleration sensor 9, as shown in fig. 9, according to the structure of the wheel 10, in order to ensure that the mode of the wheel 10 can be excited in all directions, excitation points a, b and c are respectively defined on the wheel 10, the excitation point a is an excitation point in the circumferential tangential direction and can excite the tangential direction in the circumferential direction, a mass block is pasted on the wheel 10 at the excitation point a, the excitation point a is loaded perpendicular to the lateral direction of the mass block and applies a loading force in the tangential direction to the wheel 10, the excitation point b is excitation in the circumferential radial direction, and the excitation point c is an excitation point in the axial direction.
The process of building the test bench 4 in the step E is as follows: a testing bench 4 with a cubic structure is built by using a truss, and wheels 10 are supported by soft ropes 5 and connected to the testing bench 4;
as shown in fig. 10, the wheel mode testing system includes an acceleration sensor 9, a force hammer 6, a data collector 8, and a setting computer 7, wherein the acceleration sensor 9 and the force hammer 6 are connected to the data collector 8, and the setting computer 7 is also connected to the data collector.
The wheel model test process in the step F comprises the following steps:
F1. in the wheel modal test preparation stage, a modal test geometric model is established according to the reference point position and the direction of the attached acceleration sensor 9;
F2. setting specific parameters in a modal test process, including setting of a sensor range, selecting of a hammer head type, setting of sampling bandwidth, selecting of a window function for avoiding leakage, selecting of an excitation point position, comparing changes of a modal shape and modal frequency of a wheel before and after mass blocks with the same size are pasted at a reference point, confirming analysis of influence degree of sensor quality on the whole modal test, and the like;
F3. selecting a test reference point and an excitation point, performing a hammering test at the selected excitation point, judging whether the test flow is reasonable or not after the test is finished, if the energy of the tested transfer function at the resonance peak value is more than 100 times larger than that at other positions, meanwhile, the related function is close to 0 at the resonance frequency and is close to 1 at other positions, replacing the next excitation point for testing, otherwise, detecting the test process, searching for the reason causing the unreasonable distribution of the coherent function, and adjusting the acquisition parameter setting until the requirement is met.
F4. And F3 is repeated, and finally, a transfer function matrix of the positions of all the measurement points is obtained, wherein the elements in the transfer function matrix are the transfer functions obtained at the corresponding measurement points.
G, the simulation process of the wheel modal frequency and the modal shape is as follows: the wheel mode is obtained by synthesizing the modes of all the parts, and the modes of the wheel parts can be divided into a rim free mode and a spoke wheel center constraint mode according to the structure of the wheel. In which the free mode of the individual rim, as shown in figure 11, is the wheel rim bending mode. As shown in fig. 12, in a wheel rim torsion mode. The wheel center spoke of the actual wheel is connected with the rim, so that the boundary of the wheel center spoke is restrained. Here, the three-directional rotation and three-directional translation degrees of freedom of the unit at the connection of the spoke and the rim in the finite element model are constrained, and a first-order mode shape and a second-order mode shape of the spoke wheel center are correspondingly obtained, as shown in fig. 13 and 14. And meanwhile, establishing a finite element model of the simplified wheel according to the size of the wheel. The first-order mode shape, the second-order mode shape and the third-order mode shape of the wheel obtained by using the model are respectively shown in fig. 15, fig. 16 and fig. 17.
And in the step H, the wheel simulation modal shape obtained by analyzing in the step G is used for identifying and confirming the wheel test modal parameters. In this embodiment, as shown in fig. 18, there are 4 peaks with very obvious discrimination in the wheel modal frequency response estimation graph of the wheel within 1000Hz obtained according to the above modal testing method. Amplifying the first peak, as shown in fig. 19, it can be seen that there are two resonance peaks that are relatively close. Referring to fig. 20 and 21, it can be seen that the mode shapes corresponding to the frequencies in fig. 20 are consistent with the rim bending mode shape in fig. 14 and the overall mode shape of the wheel in fig. 16. The mode shape in fig. 21 is close to the torsional mode shape of the tire in fig. 12. For this reason it can be determined that the wheel mode shapes corresponding to these two near peak values of the wheel are reasonably present. The mode shapes corresponding to the mode frequencies at other positions in fig. 19 can be determined in the same manner.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A free mode test method for a car wheel is characterized by comprising the following steps:
A. model simplification is carried out on the wheel structure;
B. determining the position of a reference point during wheel mode measurement;
C. arranging an acceleration sensor at a reference point;
D. determining an excitation point during a wheel modal measurement test;
E. building a test rack and a wheel modal test system;
F. performing wheel mode test by a force hammer method;
G. simulating the modal frequency and the modal shape of the wheel;
H. and confirming the modal frequency and the modal shape of the wheel.
2. The free modal testing method of a car wheel according to claim 1, wherein the simplified structure of the wheel model in the step a is: the wheel comprises a rim and a wheel center, wherein the inside of one side of the rim is connected with the wheel center through a plurality of spokes which are uniformly distributed, and the rim is of an annular symmetrical structure.
3. The free mode testing method of the car wheel according to claim 1, characterized in that: and B, in the step B, the reference point in the wheel mode measurement is located at the wheel center, one end of the outer side of the rim, which is close to the spoke, one end of the outer side of the rim, which is far away from the spoke, and the positions of the reference points are defined by adopting a column coordinate, wherein the X axis of the column coordinate is along the tangential direction, the Z axis is along the radial direction, and the Y axis is along the axial direction.
4. The free mode testing method of the car wheel according to claim 1, wherein the position relationship of the acceleration sensors arranged in the step C is as follows:
a plurality of wheel center acceleration sensors are uniformly arranged along the circumferential direction of a wheel center;
a plurality of first rim acceleration sensors are uniformly arranged at one end of the outer side of the rim, which is close to the spoke, in the circumferential direction;
a plurality of second rim acceleration sensors are uniformly arranged in the circumferential direction at the middle position of the outer side of the rim;
a plurality of third rim acceleration sensors are uniformly arranged at one end of the outer side of the rim far away from the spoke in the circumferential direction,
the wheel center acceleration sensor, the first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor are arranged and measured simultaneously or step by step before measurement.
5. The free mode testing method of the car wheel according to claim 4, characterized in that: the first rim acceleration sensor, the second rim acceleration sensor and the third rim acceleration sensor on the outer side of the rim are distributed at the position corresponding to each spoke and between every two adjacent spokes.
6. The free mode testing method of the car wheel according to claim 1, wherein the process of determining the excitation point position in the step D is as follows: according to the arrangement characteristics of the acceleration sensor, excitation is carried out in the x direction, the y direction and the z direction of the acceleration sensor, excitation points a, b and c are respectively defined on a wheel according to a wheel structure, the excitation point a is an excitation point in the circumferential tangential direction, a mass block is pasted on the wheel at the excitation point a, the excitation point a is loaded in the lateral direction perpendicular to the mass block and applies a loading force in the tangential direction to the wheel, the excitation point b is excitation in the circumferential radial direction, and the excitation point c is an excitation point in the axial direction.
7. The free mode testing method of the car wheel according to claim 1, wherein the process of building the testing bench in the step E is as follows: a testing bench with a cubic structure is built by using a truss, and wheels are supported by a soft rope and connected to the testing bench;
the wheel modal testing system comprises an acceleration sensor, a force hammer, a data collector and a setting computer, wherein the acceleration sensor and the force hammer are connected to the data collector, and the setting computer is also connected to the data collector.
8. The free mode testing method of the car wheel according to claim 1, wherein the wheel mode testing process in the step F comprises the following steps:
F1. in a wheel modal test preparation stage, establishing a modal test geometric model according to a reference point position and the direction of a stuck acceleration sensor;
F2. setting specific parameters in the modal testing process;
F3. selecting a test reference point and an excitation point, performing hammering test at the selected excitation point, judging whether the test flow is reasonable after the test is finished, if the energy of the tested transfer function at the resonance peak value is more than 100 times larger than that at other positions, meanwhile, the related function is 0 at the resonance frequency and 1 at other positions, replacing the next excitation point for testing, otherwise, detecting the test process, and adjusting the acquisition parameter setting until the requirement is met;
F4. and F3 is repeated to obtain the transfer function matrix of all the point positions.
9. The free mode testing method of the car wheel according to claim 1, wherein the step G of simulation of the modal frequency and the modal shape of the wheel comprises the following steps: the wheel center, the spoke and the rim are connected to form boundary constraint of the wheel center and the spoke, and a first-order modal shape and a second-order modal shape of the wheel center of the spoke are obtained by correspondingly constraining the degree of freedom of the connecting part of the spoke and the rim in the finite element model; establishing a finite element model of the simplified wheel according to the size of the wheel; and obtaining a first-order modal shape, a second-order modal shape and a third-order modal shape of the wheel by using the simplified finite element model of the wheel.
10. The free mode testing method of the car wheel according to claim 1, characterized in that: and in the step H, the wheel simulation modal shape obtained by analyzing in the step G is used for identifying and confirming the wheel test modal parameters.
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| CN112033704A (en) * | 2020-08-12 | 2020-12-04 | 重庆长安汽车股份有限公司 | Method for testing vibration isolation performance of wheel |
| CN112069707A (en) * | 2020-08-25 | 2020-12-11 | 一汽解放青岛汽车有限公司 | Method, device and equipment for evaluating automobile cantilever member and storage medium |
| CN113504018A (en) * | 2021-07-13 | 2021-10-15 | 浙江吉利控股集团有限公司 | Method and system for quickly testing local static stiffness of mechanical structure |
| CN114199593A (en) * | 2021-12-16 | 2022-03-18 | 东风汽车集团股份有限公司 | Device and method for measuring vibration sensitivity of tire rotation excitation to attachment point |
| CN114659765A (en) * | 2022-02-28 | 2022-06-24 | 东风柳州汽车有限公司 | Method, equipment, storage medium and device for testing constrained mode of gearbox shell |
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| 王强等: "机械弹性车轮有限元计算与试验模态的相关性研究", 《哈尔滨工程大学学报》 * |
| 黄志超等: "小型客车车轮模态分析", 《噪声与振动控制》 * |
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| CN112033704A (en) * | 2020-08-12 | 2020-12-04 | 重庆长安汽车股份有限公司 | Method for testing vibration isolation performance of wheel |
| CN112069707A (en) * | 2020-08-25 | 2020-12-11 | 一汽解放青岛汽车有限公司 | Method, device and equipment for evaluating automobile cantilever member and storage medium |
| CN112069707B (en) * | 2020-08-25 | 2024-03-19 | 一汽解放青岛汽车有限公司 | Evaluation method, device, equipment and storage medium for automobile cantilever member |
| CN113504018A (en) * | 2021-07-13 | 2021-10-15 | 浙江吉利控股集团有限公司 | Method and system for quickly testing local static stiffness of mechanical structure |
| CN114199593A (en) * | 2021-12-16 | 2022-03-18 | 东风汽车集团股份有限公司 | Device and method for measuring vibration sensitivity of tire rotation excitation to attachment point |
| CN114199593B (en) * | 2021-12-16 | 2023-09-05 | 东风汽车集团股份有限公司 | Device and method for measuring vibration sensitivity from rotation excitation of tire to attachment point |
| CN114659765A (en) * | 2022-02-28 | 2022-06-24 | 东风柳州汽车有限公司 | Method, equipment, storage medium and device for testing constrained mode of gearbox shell |
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