GB2617126A - Vehicle load testing for active suspension systems - Google Patents
Vehicle load testing for active suspension systems Download PDFInfo
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- GB2617126A GB2617126A GB2204531.4A GB202204531A GB2617126A GB 2617126 A GB2617126 A GB 2617126A GB 202204531 A GB202204531 A GB 202204531A GB 2617126 A GB2617126 A GB 2617126A
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Classifications
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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
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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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
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/04—Suspension or damping
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- General Physics & Mathematics (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Aspects relate to control systems (100) and methods (700) for a test rig (400) for use in testing an anti-roll bar (270, 280; 410) of an active roll control system of a vehicle. Examples comprise determining an external excitation to apply to the anti-roll bar (702), wherein the external excitation is representative of an environmental condition external to the anti-roll bar determining an internal excitation to apply to the anti-roll bar (704), wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; providing an external excitation signal (706) in accordance with the external excitation to an external excitation apparatus (416, 418, 419) to cause the external excitation apparatus to apply the external excitation to the anti-roll bar, and provide an internal excitation signal (708) in accordance with the internal excitation to an internal excitation apparatus to cause the internal excitation apparatus to apply the internal excitation to the anti-roll bar; and outputting a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation (710).
Description
VEHICLE LOAD TESTING FOR ACTIVE SUSPENSION SYSTEMS
TECHNICAL FIELD
The present disclosure relates to anti-roll bars in active roll control vehicle systems. Aspects relate to control systems for a test rig, test rigs for testing anti-roll bars, methods and computer software for operating a test rig.
BACKGROUND
Vehicles (e.g. petrol, diesel, electric, hybrid) may comprise active suspension systems, such as an electronic active roll control system, for maintaining vehicle stability. Such an active roll control system may comprise an anti-roll bar coupled to an actuator at each end of the bar. Throughout this disclosure, the term "anti-roll bar" is used and is synonymous with the terms "roll bar", "anti-sway bar", "sway bar" or "stabilizer bar". Active roll control systems work by controlling torque in the anti-roll bar rather than relying on bar stiffness as with conventional anti-roll bars.
Active suspensions systems, particularly electronic active roll control systems which use mechatronic systems, may include a cascade of: high level vehicle control generating a system demand signal (for example torque demand) to influence vehicle motion, low level control providing control signals to the actuators to operate the anti-roll bars (motor control etc.) to deliver the demanded signal from the high level control, and motor and associated mechanical components to deliver the physical manifestation of the demanded signal.
To support design and development activities, active systems may be tested in simulated operation environments such as hardware-in-the-loop (HIL) or vehicle-in-the-loop (VIL) environments. In such testing, the active system may receive an external excitation signal, which will depend on the purpose of the test undertaken. Active systems can absorb as well as generate energy. System loading is therefore a function of external input and internal excitation. In some cases, a system load can be generated with and without the active system in control (e.g. by the active system reacting to the external excitation).
Whether the active system is in control (i.e. is in an active state) or is not in control (i.e. is in a passive state) may lead to a different operational condition for the system (and any subcomponents of the system, e.g. bushes). Therefore it may be beneficial to have a robust excitation environment for generating representative inputs (the external excitations and/or the internal excitations). Controlling interactions between the external excitation and the active suspension system in a representative manner across various conditions, which fits the test purpose, may be challenging but may allow for more complete and robust testing of the system operation and behaviours over a range of representative operation conditions.
It is an aim of the present disclosure to address one or more of the disadvantages associated
with the prior art.
SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide control systems for a test rig, test rigs for testing anti-roll bars, methods, and computer software for operating a test rig, as claimed in the appended claims According to an aspect there is provided a control system for a test rig for use in testing an anti-roll bar of an active roll control system of a vehicle, the control system comprising one or more controllers, the control system configured to: determine an external excitation to apply to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; determine an internal excitation to apply to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; provide an external excitation signal in accordance with the external excitation to an external excitation apparatus to cause the external excitation apparatus to apply the external excitation to the anti-roll bar, and provide an internal excitation signal in accordance with the internal excitation to an internal excitation apparatus to cause the internal excitation apparatus to apply the internal excitation to the anti-roll bar; and output a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation.
Advantageously, both an external and an internal excitation can be controlled and provided by the test rig to allow for a much greater range of testing capability, and separate control of the external factors and the internal factors determining the performance of the anti-roll bar may be performed.
The control system may be configured to provide the external excitation signal and the internal excitation signals to cause the external excitation and internal excitation to be synchronised. By synchronising the external and internal effects, the testing of an anti-roll bar under both internal and external influences may be performed accurately and with a good level of control over excitation influences.
The control system may be configured to provide the external excitation signal and provide the internal excitation signal to cause the external excitation to be applied independently to the internal excitation. This may allow for greater freedom in performing a range of different test scenarios and allowing for the adaptation of one excitation type in response to the other excitation type (e.g. reducing the torque applied which raises temperature if the chamber temperature is high).
The control system may be configured to provide the external excitation signal to the anti-roll bar as a time-varying external excitation. Such external excitations may be varied during a test to simulate a change in vehicle environment to allow for flexibility in the test scenarios which may be performed.
The external excitation may comprise one or more of: an anti-roll bar end displacement, wherein the control system is configured to provide the external excitation signal indicating the anti-roll bar end displacement to a hydraulic actuator located at an anti-roll bar end; an environmental temperature, wherein the control system is configured to provide the external excitation signal indicating the environmental temperature to a temperature setting apparatus; a slurry application to the anti-roll bar, wherein the control system is configured to provide the external excitation signal indicating that slurry is to be applied to the anti-roll bar to a slurry provision apparatus; and an air flow, wherein the control system is configured to provide the external excitation signal indicating the air flow to an air flow apparatus.
The internal excitation may comprise application of a target torque request to the anti-roll bar. The internal excitation may mimic anti-roll bar control while driving.
Outputting the characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation comprises one or more of: outputting temperature of the anti-roll bar at one or more locations on the anti-roll bar; outputting a displacement angle of the anti-roll bar; outputting a stiffness of the anti-roll bar; outputting a power output of the anti-roll bar; and outputting actuator vibration measurements.
The control system may be configured to determine the external excitation and the internal excitation by retrieving stored predetermined excitation values, wherein the stored predetermined excitation values represent a pre-programmed test cycle to simulate a particular operation condition. In this way the test rig may be able to simulate particular scenarios by application of external and internal excitations according to a stored driving condition file.
According to a further aspect, there is provided a test rig for use in testing an anti-roll bar of an active roll control system of a vehicle, the test rig comprising one or more controllers, the test rig comprising: a test chamber configured to receive an anti-roll bar to be tested; an external excitation module coupled to the test chamber and configured to apply an external excitation to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; an internal excitation module coupled to the test chamber and configured to apply an internal excitation to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; and an output module configured to indicate a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation.
The test rig may be configured to synchronise the external excitation application and the internal excitation application.
The test rig may comprise at least one hydraulic actuator. The external excitation module may be configured to provide an excitation signal to the at least one hydraulic actuator to cause an end of the anti-roll bar, located at the hydraulic actuator, to be displaced by the hydraulic actuator. External excitation of the anti-roll bar in this way may model movement as if a vehicle having the anti-roll bar is travelling over a road surface.
The test rig may comprise one or more of: a temperature setting apparatus, wherein the external excitation module is configured to provide an excitation signal to the temperature setting apparatus to cause a temperature within the test chamber to reach an input temperature provided to the external excitation module; a slurry providing apparatus, wherein the external excitation module is configured to provide an excitation signal to the slurry providing apparatus to cause application of slurry onto the anti-roll bar; and an air flow apparatus, wherein the external excitation module is configured to provide an excitation signal to the air flow apparatus to cause an air flow over the anti-roll bar.
The slurry providing apparatus may be configured to blend slurry component materials in different amounts to provide different slurry blends. The external excitation module may be configured to control the slurry providing apparatus to provide a desired slurry blend for application of the slurry blend onto the anti-roll bar.
The test rig may comprise one or more of: a temperature sensor coupled to the output module, wherein the temperature sensor is configured to measure a temperature of the anti-roll bar and provide the measured temperature to the output module; a height sensor coupled to the output module, wherein the height sensor is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; an angular displacement sensor coupled to the output module, wherein the angular displacement sensor is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; an accelerometer coupled to the output module, wherein the accelerometer is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; and a gyroscope coupled to the output module, wherein the gyroscope is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module.
The output module may be configured to indicate an available anti-roll bar power generated in response to an applied temperature external excitation.
According to a further aspect, there is provided a method performed in a test rig for testing an anti-roll bar of an active roll control system of a vehicle, the method comprising: determining an external excitation to apply to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; determining an internal excitation to apply to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; causing an external excitation apparatus to apply the external excitation to the anti-roll bar according to the determined external excitation, causing an internal excitation apparatus to apply the internal excitation to the anti-roll bar according to the determined internal excitation; and outputting a characteristic of the anti-roll bar generated in response to the application of the external excitation and the internal excitation.
In a further aspect there is provided computer software that, when executed by one or more electronic processors of a test rig as disclosed herein, is configured to perform any method disclosed herein. Optionally the computer software is stored on a computer readable medium. Optionally the computer software is tangibly stored on a computer readable medium.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more examples will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a controller of a test rig according to examples disclosed herein; Figure 2a shows a control system for a vehicle connected to front and rear anti-roll bars according to examples disclosed herein; Figure 2b shows a control system for a vehicle comprising plural sub-systems, and front and rear anti-roll bars according to examples disclosed herein; Figure 3 shows an example controller for a test rig according to examples disclosed herein; Figure 4 illustrates an example test rig according to examples disclosed herein; Figures 5a and 5b shows results of an exemplary test using a test rig as shown in Figures 3 and 4 to test load interaction of an anti-roll bar according to examples disclosed herein; Figures 6a and 6b shows results of an exemplary test using a test rig as shown in Figures 3 and 4 to test thermal interactions between components of an anti-roll bar system load according to examples disclosed herein; and Figure 7 shows an example method according to examples disclosed herein.
DETAILED DESCRIPTION
Active suspensions systems such as electronic active roll control systems provide internal excitations to anti-roll bar components to provide active roll control. In use, they may also experience external excitations due to the operating environment and actuator movement to provide suspension control to the vehicle. Such active systems may be tested in simulated operation environments, wherein the active system may receive an external excitation signal.
Since active systems can absorb as well as generate energy, it may be beneficial to be able to test the active systems under the influence of both external and internal excitations. Whether the active system is in control (i.e. is in an active state) or is not in control (i.e. is in a passive state) may lead to a different operational condition for the system.
Examples disclosed herein provide a robust excitation environment for generating external excitations and determine the effects of both internal and external excitations taking place on the active system, to more accurately model real-world usage. Being able to have control over interactions between the external excitations and the active suspension system internal excitations, in a representative manner across various conditions, may allow for more complete and robust testing of the system operation and behaviours over a range of representative operation conditions.
Examples disclosed herein provide test rigs, controllers for test rigs, and method of operation of test rigs, which may enable the implementation and assessment of complex interactions between various components of the active suspension system and additional hardware components. Examples disclosed herein may allow for energy interactions to be modelled and understood, for example between the actuator supply system and the actuators, use case energy consumption, and optimization of power usage with respect to end user vehicle use. Examples disclosed herein may allow for load interactions to be modelled and understood, for example, loads generated by the vehicle level control demands, peak load testing, load interactions during end user vehicle use, and road induced load interactions.
Examples disclosed herein may allow for durability testing to be effectively performed, including allowing for accelerated component lifetime fatigue testing using dedicated control and road inputs. Examples disclosed herein may allow for repeatability testing to be performed, including improving high fidelity in reproducing road inputs, vehicle level control demands and loads that are used to excite the active system. Examples disclosed herein may allow for the performance of the system to be well characterised: target definition and continuous performance characterization may be achieved easily. Examples disclosed herein may allow for thermal attribute testing; for example, thermal system performance can be assessed with external excitations and/or internal excitations in an independently controlled temperature environment. Examples disclosed herein may allow for liquid and particle contaminate (slurry) testing, and may allow for a custom mixture to be sprayed onto the active system independently of other inputs.
With reference to Figure 1, there is illustrated a control system 100 for use in testing an anti-roll bar of an active roll control system of a vehicle. Such a vehicle may be a wheeled vehicle, such as an automobile, or other types of vehicle. Where discussions relate to testing an anti-roll bar (singular) it will be appreciated that plural anti-roll bars (e.g. designated "front' and "rear" anti-roll bars) may be tested concurrently in the described test rigs. Similarly, discussions of testing plural anti-roll bars may be understood to apply if one anti-roll bar is under test.
The control system 100 comprises one or more controllers 110. The control system 100 as illustrated in Figure 1 comprises one controller 110, although in other examples there may be plural controllers 110. The controller 110 comprises processing means 120 and memory means 130. The processing means 120 may be one or more electronic processing device 120 which operably executes computer-readable instructions. The memory means 130 may be one or more memory device 130. The memory means 130 is electrically coupled to the processing means 120. The memory means 130 is configured to store instructions, and the processing means 120 is configured to access the memory means 130 and execute the instructions stored thereon.
The controller 110 comprises an input means 140 and an output means 150. The input means 140 may comprise an electrical input 165 of the controller 110. The output means 150 may comprise an electrical output 155 of the controller 110. The input 140 is arranged to receive one or more input signals via the electrical input 165, for example from an external computing device e.g. a sensor 160.
The processing means 120 is configured to determine an external excitation to apply to the anti-roll bar under test. The external excitation is representative of an environmental condition external to the anti-roll bar, such as environmental temperature, slurry application to the anti-roll bar, and/or force applied via an actuator to an anti-roll bar end to simulate movement over an uneven road surface. The processing means 120 is also configured to determine an internal excitation to apply to the anti-roll bar. The internal excitation is representative of an active roll control system input to the anti-roll bar, for example to cause a received torque demand to be achieved. The processing means 120 is then configured to provide an external excitation signal in accordance with the external excitation to an external excitation apparatus to cause the external excitation apparatus to apply the external excitation to the anti-roll bar and provide an internal excitation signal in accordance with the internal excitation to an internal excitation apparatus to cause the internal excitation apparatus to apply the internal excitation to the anti-roll bar.
The output 150 is arranged to output a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation. For example, sensor outputs indicating one or more sensed parameters of the anti-roll bar under test, such as temperature readings from one or more locations on the anti-roll bar, angular deflection of one or both anti-roll bar ends, and torque applied to the anti-roll bar, may be provided as output.
Figures 2a and 2b illustrate example control systems 200 for a suspension system of a vehicle comprising front and read anti-roll bars which may be tested in a test rig as disclosed herein. A suspension system of a vehicle may comprise anti-roll bars 270, 280 which are controlled using an anti-roll control system. The anti-roll control system acts to control the anti-roll bars, to control a roll of a body of the vehicle and reduce the impact of disturbances from a road surface. The anti-roll control system may be electromechanical and/or hydraulic. Anti-roll bars 270, 280 may typically comprise may typically comprise stabiliser bars, typically metal, which join the vehicle suspension on either side of the vehicle axle, usually through drop links, and connect to a rotational actuator situated between the mounting points to the vehicle chassis.
Each side of the anti-roll bar 270, 280 is able to rotate freely when a motor of the anti-roll control system is not energised. When the motor control is enabled (i.e., delivering torque), the anti-roll bar may act as a torsional spring. The anti-roll bars may be controlled to compensate for some vehicle movements such as body roll, for example from driving around a corner. Body roll can cause the wheels at the side of the vehicle inside the turn to reduce their contact with the road surface. Anti-roll bars may be controlled to counteract this effect and reduce the body roll effect, by transferring at least part of the additional load on the wheels at the side of the vehicle outside the turn to those wheels at the inside, for example by providing a torsional effect to pull the wheels towards the chassis and even out the imbalance in load on the wheels caused by cornering.
A typical suspension system may comprise passive front 270 and rear 280 anti-roll bars provided respectively between the front and rear pairs of wheels of a standard four-wheel vehicle. In a vehicle with an active roll control system, an anti-roll bar 270, 280 may respectively comprise two anti-roll bar ends 273, 274; 283, 284 connected together by a central housing having an actuator 272, 282. The central housing may additionally have one or more of a gearbox, sensors, and dedicated actuator controllers. The actuator 272, 282 acts to provide an actively controlled torque rather than a fixed torsional stiffness provided by passive anti-roll bars. One or more sensors may monitor the movement of the vehicle and provide the sensed parameters as input to the active roll control system to control the actuator and provide a suitable torque to the anti-roll bar. The two ends of the anti-roll bar 273, 274; 283, 284) may be identical, or may be non-identical.
Figure 2a shows an example control system 200 for a suspension system a vehicle, communicatively connected to front and rear anti-roll bars 270, 280. The control system 200 comprises a controller 240 which is connected by a communication channel 245 to anti-roll bar controllers 250, 260 configured to respectively control front and rear anti-roll actuators 270, 280. In an example, the controller 240 may be a master controller for an electronic active roll control system in the vehicle. The controller 240 may host a vehicle level control strategy and actuation control for the electronic active roll control system in the vehicle.
The controller 240 may be configured to receive one or more communication signals via a communications bus 205. The communications bus 205 may be configured to deliver data to the controller 240 from other subsystems within the vehicle. For example, the communications bus 205 may be configured to communicate a signal indicating a status of one or more modules 210, 220, 230 that are in communicative connection with the controller 240 to the controller 240. In another example, the communications bus 205 may be configured to communicate a command from the controller 240 to the one or more modules 210, 220, 230 that are in communicative connection with the controller 240. The one or more modules 210, 220, 230, are discussed further in relation to Figure 2b below. Signals transmitted over connections 203 or 245 may alternatively or additionally be transmitted over communications bus 205.
The controller 240 may be configured to generate system demand signals to influence a vehicle's motion via the anti-roll actuators 270, 280. An actuator provided between a front pair of wheels of a vehicle may be called a front actuator. A front active roll control (FARC) module may be electrically connected to the front actuator and may comprise the controller 250 to control the front actuator 270. Similarly, an actuator provided between a rear pair of wheels of a vehicle may be called a rear actuator. A rear active roll control (RARC) module may be electrically connected to the rear actuator and may comprise a controller 260 to control the rear actuator 280.
The front and rear anti-roll actuators 270, 280 each comprise an electric motor which is controllable by the respective anti-roll controller 250, 260. Each of the front and rear anti-roll actuators 270, 280 may be controlled by its own respective anti-roll controller in some examples, or multiple anti-roll actuators may be controlled by a common anti-roll controller in some examples. Each of the anti-roll actuators 270, 280 may be individually controlled in some cases to improve the management of the roll of the body of the vehicle. The front and rear anti-roll actuators 270, 280 may be controlled by a control signal which is generated by the controller 240 may generate and output, through the output channel 255, 265, to the anti-roll bar controllers 250, 260, which then use the communication channel 245 to exchange data with the controller 240. The control signal may carry instructions to be implemented by the actuator, for example by providing a torque to apply to the anti-roll bar. For example, as discussed above, when the vehicle is cornering, a control signal may be transmitted to the anti-roll bar controllers 250, 260, which may in turn transmit a control signal via the interface 255, 265, so that the front and rear anti-roll actuators 270, 280 may mitigate a body roll effect. Similarly, anti-roll bar controllers 250, 260 may transmit measured values from the anti-roll actuators to the controller 240 through output channel 245.
Figure 2b shows an example control system 200 for a vehicle comprising one or more modules 210, 220, 230, a controller 240 and front and rear anti-roll bars 270, 280. As in Figure 2a, the control system 200 comprises a controller 240 which is connected by a communication channel 245 to controllers 250, 260 configured to respectively control front and rear anti-roll bar actuators 270; 280. Further, the controller 240 of the control system 200 is in a communicative connection to the one or more modules 210, 220, 230 via a communications bus 205. The one or more modules 210, 220, 230 may be configured to perform functions relating to power supply of the suspension system. Module 210 may be a power control system configured to control a power supply system for the suspension system. Module 220 may be a conversion module configured to convert electrical energy output from a vehicle power supply system. In an example, the conversion module 220 may comprise a DC-DC converter. Module 230 may be a capacitor or supercapacitor module configured to store electrical energy for the suspension system. Together, conversion module 220 and capacitor module 230 may be configured to supply electrical energy to the controllers 250, 260, such that the anti-roll bar actuators 270, 280 can be actuated. Figure 2b illustrates these modules 210, 220, 230 as individual modules. However, there may be examples whereby components within the modules 210, 220, and 230 are included in a single module. Similarly, communications links 205 and 245 may be the same in some examples.
Figure 3 shows an example control system 100 such as that described in relation to Figure 1.
The control system 100 is for a test rig, for use in testing an anti-roll bar of an active roll control system of a vehicle as described in relation to Figures 2a-2b. As in the example of Figure 1, the control system 100 may comprise one or more controllers. The control system 100 is configured to determine an external excitation to apply to the anti-roll bar, illustrated as step 302. The external excitation is representative of an environmental condition external to the anti-roll bar.
The external excitation may comprise, for example, displacement of one or both ends of the anti-roll bar under test, e.g. via force applied by a hydraulic actuator. This excitation may be considered an anti-roll bar end displacement, wherein the control system 100 may be configured to provide the external excitation signal indicating the anti-roll bar end displacement to a hydraulic actuator located at an anti-roll bar end.
The external excitation may comprise, for example, controlling the temperature in the environment of the anti-roll bar to be in a temperature test range since the anti-roll bar behaviour may be affected by the environmental temperature. In other words, this excitation may be considered to be an environmental temperature, and the control system 100 may be configured to provide the external excitation signal indicating the environmental temperature to a temperature setting apparatus. The control system 100 may, for example, provide an indication of a temperature setpoint to a heater which is configured to receive the setpoint and heat the environment around the anti-roll bar under test until the temperature setpoint is achieved (for example as detected by one or more temperature sensors in the vicinity of the anti-roll bar.) The external excitation may comprise, for example, application of a substance to at least part of the anti-roll bar to model driving conditions. For example, water, soil, sand, slurry, mud, and/or another foreign material may be applied to the ani-roll bar. That is, the control system 100 may provide an external excitation by way of a slurry application to the anti-roll bar. The control system is configured to provide the external excitation signal indicating that slurry is to be applied to the anti-roll bar to a slurry provision apparatus. In some examples the control system 100 may be configured to control such a slurry provision apparatus to cause a slurry mixture to be mixed by the slurry provision apparatus according to a slurry recipe or blend indicated by the control system. The slurry may contain, for example, a mixture of water, other fluid, sand, grit, salt, mud, and/or other contaminant material. The slurry provision apparatus may be controlled by the control system 100 to dispense slurry constituent materials in a particular blend and mix them together for application onto the anti-roll bar. For example, this may be performed to model a mixture which may be sprayed and/or coated onto an anti-roll bar of a vehicle in use when driving on a wet muddy road surface, on a beach, through woodland, on a farm track, or other on-road or off-road condition.
The external excitation may comprise, for example, an air flow over at least a portion of the anti-roll bar under test. Air flow may affect the temperature of the anti-roll bar and may affect the drying of slurry applied to the anti-roll bar, for example. Therefore, the control system 100 may provide an external excitation signal indicating the air flow to an air flow apparatus. The air flow may be controlled by the control system 100 to have an air speed within a particular air sleep range, and/or a temperature in a particular air flow temperature, for example.
The control system 100 is configured to determine an internal excitation to apply to the anti-roll bar, illustrated as step 304. The internal excitation is representative of an active roll control system input to the anti-roll bar. For example, the internal excitation may comprise a torque demand transmitted to an actuator of the anti-roll bar to cause a torque to be applied as if the anti-roll bar was in use to provide active roll control of a vehicle. That is, the internal excitation may comprise application of a target torque request to the anti-roll bar.
The control system 100 is configured to provide an external excitation signal in accordance with the external excitation to an external excitation apparatus to cause the external excitation apparatus to apply the external excitation to the anti-roll bar, and provide an internal excitation signal in accordance with the internal excitation to an internal excitation apparatus to cause the internal excitation apparatus to apply the internal excitation to the anti-roll bar, indicated as step 306. The application of the external excitation and the internal excitation may be synchronised by the control system 100 so that the internal and external influences are applied with accurate timing.
The control system 100 is configured to output a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation, show as step 308. For example, the durability of the anti-roll bar and of individual components of the anti-roll bar, such as elastomeric components (e.g. washers, seals) may be tested under a range of controllable factors applied by the external and internal excitations. The control system 100 may be configured to record the outputted characteristic of the anti-roll bar. Outputting the characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation may comprises one or more of: outputting temperature of the anti-roll bar at one or more locations on the anti-roll bar; outputting a displacement angle of the anti-roll bar; outputting a stiffness of the anti-roll bar; outputting a power output of the anti-roll bar; outputting actuator generated force (i.e. load), and outputting actuator vibration measurements. The vibration measurements may be determined via one or more accelerometers. In some examples, video and/or audio recordings may be obtained of the anti-roll bar under test, providing visual and/or audio output respectively.
The control system 100 may output a temperature by receiving a temperature indication from a temperature sensor (e.g. a thermocouple, a temperature-sensitive image capture device such as an infra-red camera, a thermometer, or other temperature sensor) configured to detect the temperature at a location on the anti-roll bar under test and outputting a temperature in dependence on the received temperature indication. The control system 100 may output a displacement angle by receiving a position change indication from a position sensor (e.g. a height sensor, an angular displacement sensor, an accelerometer, a gyroscope) located at the ani-roll bar configured to detect the displacement at a location on the anti-roll bar under test and outputting a displacement angle in dependence on the received position change indication.
The control system 100 may output a stiffness of the anti-roll bar by receiving a stiffness indication from a force sensor (e.g. stiffness may be calculated from forces detected at the roll bar ends and from displacement measurements of the roll bar ends taken during the characterisation tests) configured to detect the stiffness of the anti-roll bar under test and outputting a stiffness in dependence on the received stiffness indication. The control system 100 may output a power output of the anti-roll bar by receiving a power output indication from a power sensor (e.g. a power output of the anti-roll bar may be obtained from voltage and current measurements from voltage and current sensors respectively) configured to detect the power output by the anti-roll bar under test and outputting a power output in dependence on the received power output indication.
The control system 100 may be configured to provide the external excitation signal in step 302, and provide the internal excitation signal in step 304, to cause the external excitation to be applied independently to the internal excitation. The control system 100 may, for example, control an external control system which is configured to provide the external excitation, and control an internal control system, separately from the external control system, which is configured to provide the internal excitation. In this way, the control system 100 provides the flexibility to perform a range of different test scenarios (i.e. combinations of external and/or interna excitation application to the anti-roll bar under test). Furthermore, the control system may allow for adaptation of one excitation type in response to the effect of another excitation type even if the excitation types are different. For example, the applied torque, as an internal excitation provided under control of an internal excitation module, may be reduced if the detected temperature of an anti-roll bar actuator temperature is detected to be high under external excitation conditions of elevated environmental temperature (provided as an external excitation under control of the external excitation module).
The control system 100 may be configured to provide the external excitation signal to the anti-roll bar as a time-varying external excitation. For example, the control system 100 may be configured to provide one or more external excitations which vary with time during a test to simulate a change in vehicle environment. For example, the control system 100 may control the application of an external environmental temperature which gradually ramps up from a first to a second higher elevated temperature during application of a particular internal excitation to determine the effect of the different external temperatures on the response of the anti-roll bar. Similarly, the control system 100 may be configured to provide the internal excitation signal to the anti-roll bar as a time-varying internal excitation. For example, gradually increasing torque demands, as internal excitations, may be applied to the anti-roll bar under control of the control system 100 under a particular set of external excitation conditions.
The control system 100 may be configured to determine the external excitation and the internal excitation by retrieving stored predetermined excitation values. The stored predetermined excitation values would represent a pre-programmed test cycle to simulate a particular operation condition. Therefore, a test rig comprising such a control system 100 may be able to simulate particular scenarios by application of external and internal excitations according to a stored driving condition file. Driving conditions which may be modelled include, for example, driving over a particular terrain (e.g. track driving, urban road driving, mild off-road conditions / country roads, extreme off road conditions, wading) driving in particular weather conditions (e.g. hot, cold, humid, dry), and/or driving for a particular time under a certain condition (e.g. hot environmental temperature, prolonged driving while dried slurry is adhered to the anti-roll bar, prolonged operation in cold and wet conditions).
Figure 4 illustrates an example test rig 400. The test rig 400 comprises a control system 100 as described in relation to Figures 1 and 3. While the control system 100 in this example is shown as encompassing an external excitation module 402 (which may be called an external excitation controller) and an internal excitation module 404 (which may be called an internal excitation controller). In other examples the control system 100 may be external to and in communication with one or more of the external excitation module 402 and the internal excitation module 404. The external excitation module 402 may also be called a rig controller 402 as it is in control of external inputs provided by the rig to the anti-roll bar under test. The internal excitation module 404 may also be called a vehicle control emulator 404 as it is in control of internal inputs provided by the rig to the anti-roll bar under test to simulate how a vehicle controller would provide control inputs to the anti-roll bar under normal use / driving operation. The external excitation module 402 and internal excitation module 404 may be synchronised as indicated by the communication link 406, enabling synchronisation of external and internal excitations applied to the anti-roll bar under test 410. The anti-roll bar under test 410 may be located in a test chamber 408 (which may be called a rig chamber) in which external and internal excitations may be applied to the anti-roll bar.
Also illustrated in the example of Figure 4 are example external excitation modules 412, 414, 416, 418, which may be used to apply external excitations to the anti-roll bar under test 410. The external excitation modules shown include a first hydraulic actuator 412 configured to apply a displacement to a first end of the anti-roll bar under test 410, a second hydraulic actuator 414 configured to apply a displacement to a second end of the anti-roll bar under test 410 opposite the first end. In other words, the test rig 400 comprises at least one hydraulic actuator 412, 414, wherein the external excitation module 402 is configured to provide an excitation signal to the at least one hydraulic actuator 412, 414 to cause an end of the anti-roll bar 410, located at the hydraulic actuator 412, 414, to be displaced by the hydraulic actuator 412, 414. Displaying the ends of the anti-roll bar 410 may be used to model travel over a road surface.
The external excitation modules shown also include a temperature system 416 configured to control the temperature within the test chamber 408. That is, the test rig 400 may comprise a temperature setting apparatus 416, wherein the external excitation module 402 is configured to provide an excitation signal to the temperature setting apparatus 416 to cause a temperature within the test chamber 408 to reach an input temperature provided to the external excitation module 402 (e.g. by the control system 100).
The external excitation modules shown also include a slurry generator system 418 configured to apply a slurry mix to at least a portion of the anti-roll bar under test 410. That is, the test rig 400 may comprise a slurry providing apparatus 418, wherein the external excitation module 402 is configured to provide an excitation signal to the slurry providing apparatus 418 to cause application of slurry onto the anti-roll bar 410. In some examples, the slurry providing apparatus 418 may be configured to blend slurry component materials in different amounts to provide different slurry blends. In some examples, the external excitation module 402 may be configured to control the slurry providing apparatus 418 to provide a desired slurry blend for application of the slurry blend onto the anti-roll bar 410. In some examples, the slurry providing apparatus 418 may be operated as an independent unit for a slurry mixture to be prepared, and the external excitation module 402 may be configured to switch the slurry providing apparatus 418 either on, to cause slurry to be applied to the anti-roll bar, or off, so that no slurry is dispensed. Therefore, examples disclosed herein allow for custom slurry mixtures to be programmed and mixed and applied to the anti-roll bar 410.
In other examples there may be an air flow module 419 configured to control an air flow over at least a portion of the anti-roll bar under test 410. That is, the test rig 400 may comprise an air flow apparatus 419, wherein the external excitation module 402 is configured to provide an excitation signal to the air flow apparatus 419 to cause an air flow over the anti-roll bar 410.
Any one or more of such external excitation modules may be present as part of the test rig 15 400.
Also illustrated is an instrumentation module 420 which is configured to receive data indicative of the test rig operation and/or the properties of the anti-roll bar under test 410. For example, the instrumentation module 420 may receive data from one or more sensors within the test chamber (e.g. temperature sensor, air composition sensor) and/or one or more sensors configured to sense a parameter of the anti-roll bar under test 410 (e.g. temperature sensor, displacement sensor, load/force sensor). For example, one or more temperature sensors may thus be coupled to the output module 422, wherein each temperature sensor is configured to measure a temperature of the anti-roll bar 410 and provide the measured temperature to the output module 422. For example, a height sensor may be coupled to the output module 422, wherein the height sensor is configured to measure an angular displacement of the anti-roll bar 410 by sensing a height displacement of an end of the anti-roll bar 410, and provide the measured angular displacement to the output module 422. For example, voltage sensors, current sensors.
Data received by the instrumentation module 420 is illustrated as being transmitted to a data logger for recordal and/or storage. The output module 422 configured to receive the indication(s) of anti-roll bar properties may comprise such a data logger to record the output reading from one or more sensors of the test rig. In some examples the data may be transmitted to an external device, such as a server for storage, or portable electronic device or display screen for read out.
Thus the test rig of Figure 4 comprises a control system 100 as part of a test rig 400 for use in testing an anti-roll bar 410 of an active roll control system of a vehicle. The test rig 400 comprises one or more controllers (as shown, the control system 100). The test rig 400 comprises a test chamber 408 configured to receive an anti-roll bar 410 to be tested; an external excitation module 402 coupled to the test chamber 408 and configured to apply an external excitation to the anti-roll bar 408, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; an internal excitation module 404 coupled to the test chamber 408 and configured to apply an internal excitation to the anti-roll bar 410, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar 410; and an output module 422 configured to indicate a characteristic of the anti-roll bar 410 generated in response to the applied external excitation and applied internal excitation. For example, the output module 422 may be configured to indicate an available anti-roll bar power generated in response to an applied temperature external excitation provided by the temperature system 416.
In this example, the external control system 402 is configured to control two hydraulic actuators 412, 414 which are configured to displace respectively the left and right ends of the anti-roll bar 410 independently in the vertical plane. This displacement is designed to geometrically mimic suspension movement as if the anti-roll bar was in use in a vehicle. The displacement resulting from hydraulic actuation may be observed / detected as an angular displacement In this example, the external control system 402 is also configured to control the temperature within the chamber 408, and control the flow of slurry applied to the anti-roll bar under test 410.
In this example, the internal excitation module 404 is configured to generate control signals (e.g. a torque demand) to apply to the anti-roll bar, to simulate the operation of the anti-roll bar as if it was being controlled as part of an active roll control system in a vehicle. For example, the target torque demand may vary according to thermal and external input conditions (i.e. displacement of the anti-roll bar end(s), external temperature, and/or slurry application to the anti-roll bar 410).
The control system 100 may be configured to control the external and internal excitation applied to the anti-roll bar, for example by sequencing the excitation application according to an event-based look up table. Such a look-up table may be stored in a memory which is part of the control system 100 (or may be stored remote from the control system 100 and test rig 400 on a device in communication with the control system 100). The sequence of events and the nature of the events may be in accordance with the purpose of the test. If, for example, displacement of the anti-roll bar 410 is the external excitation, and the target torque demand to the anti-roll bar 410 is the internal excitation, the external excitation signal to cause displacement of the anti-roll bar would be provided by the external control system 402, and the internal excitation signal to apply the target torque demand to the anti-roll bar 410 would be provided by the internal excitation module 404. These excitations may be synchronised to ensure that the internal and external excitations are applied in a coordinated way. These excitations may be started on a surface-by-surface basis to mitigate against undesired phasing drift between the two excitation modules 402, 404. Ambient temperature, controlled by the temperature system 416, and slurry flow controlled by the slurry generator system 418, may be controlled independently from each other and from the external displacement and internal excitations, to represent anti-roll bar operation on different road surfaces to represent various road and vehicle conditions.
Figures 5a and 5b shows results of an exemplary test recorded using a real-world test rig as shown in Figure 3 and Figure 4 to test load interaction of an anti-roll bar. Figure 5a shows a plot of load (in Newtons) 504 against time (in seconds) 502, of both a target load 506 (shown as a dotted line) applied to the anti-roll bar, and a measured load 508 (shown as a solid line) determined from the anti-roll bar. Figure 5b shows a plot of angle (in radians) 514 against time (in seconds) 512, of both a target angle 516 (shown as a thin line) applied to the anti-roll bar, and a measured angle 518 (shown as a thick line) determined from the anti-roll bar.
It can be seen that the measured load 508 tracks the target load 506 very closely (the two plots are very similar), and that the measured angle 518 tracks the target angle 516 very closely (the two plots are very similar), indicating that the test rig is able to accurately provide a test load and a test angle to the anti-roll bar under test to allow for accurate testing.
Figures 6a and 6b shows results of an exemplary test using a test rig as shown in Figure 3 and Figure 4 to test thermal interactions between components of an anti-roll bar system load. Figure 6a shows a plot of temperature (in degrees Centigrade) 604 of locations of the anti-roll bar 616 (front axle left hand side (FA LH), front axle right hand side (FA RH), rear axle left hand side (RA LH), rear axle right hand side (RA RH)) as well as the test chamber temperature 620, and a plot of temperature state 610 (state 2, 3 or 4 in this example) of the anti-roll bar magnet and winding components 618 (front axle (FA) windings, rear axle (RA) windings, front axle (FA) magnets, rear axle (RA) magnets), plotted against time (in seconds) 602. The anti-roll bar system power consumption is a tuneable parameter which is designed to change the operating limits (temperature state 610) of the anti-roll bar based on system temperature (temperature 604), resulting in varying power levels being used to operate the anti-roll bar dependent on the temperature. This may be modelled on the test rig, because the internal excitation is representative of the vehicle level control (internal excitation) and responds to thermal conditions and other external excitation.
In this illustrated test, the test chamber is heated to a particular elevated temperature (above room temperature of approximately 25°C) for a particular time period (e.g. a time period of the order of hours) to model temperature conditions of the location in the vehicle where the anti-roll bars would be located in a real vehicle. The temperature at the ends of the front and rear anti-roll bars 616 under test is measured. The temperature state of the front and rear axle magnets and windings 618 is recorded as the system reacts to the detected temperatures of the anti-roll bar locations 616. The test rig may be used to understand how the anti-roll bar components react, in terms of their temperature operating state 610, to the front/rear Axle temperatures 616, to check if they are operating in an appropriate operation state 610.
Figure 6b shows a similar test but the test chamber is heated to a temperature of 75°C, then raised to a temperature of 85°C after about 4500s, then lowered back to 75°C after about 8500s. Thus, the test chamber ambient temperature 620 can be controlled to represent the temperature conditions of the anti-roll bar part location in the vehicle, whether this is a constant temperature as in Figure 6a or a varying temperature as in Figure 6b.
Figure 7 shows an example method 700 of operating a test rig according to examples disclosed herein. The method 700 may be performed by the control system 100 illustrated in Figure 1 and Figure 4. In particular, the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform a method 700 as disclosed herein. The method 700, performed in a test rig 400 for testing an anti-roll bar 410 of an active roll control system of a vehicle, comprises: determining an external excitation to apply to the anti-roll bar 702, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; determining an internal excitation to apply to the anti-roll bar 704, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; causing an external excitation apparatus to apply the external excitation to the anti-roll bar according to the determined external excitation 706, causing an internal excitation apparatus to apply the internal excitation to the anti-roll bar according to the determined internal excitation 708; and outputting a characteristic of the anti-roll bar generated in response to the application of the external excitation and the internal excitation 710. Causing the external and internal excitations to be applied may be performed in a synchronised way, which may be thought of as a compound, combined, or multi-element excitation 712.
Examples disclosed herein provide control systems, test rigs, and method of operating control systems for test rigs, which may be used to model the behaviour of an anti-roll bar for use in an active roll control system for a vehicle. The state of tune of the active anti-roll bars may change throughout usage which may be modelled in the test rigs disclosed herein by using test programmes providing varying excitations to the anti-roll bar, which model changing loads applied to the anti-roll bar. Two important excitation types, external and internal, may be provided by separate controllers / modules 402, 404, and so the two different excitation types may be tuned, developed, and/or updated independently from one another. Thermal and contaminant events can also be modelled as external excitations and synchronised with different internal excitations to model different road surfaces. Examples disclosed herein provide wide testing capability that encompasses a range of possible driving scenarios. Anti-roll bars may comprise different materials including elastomeric materials. Elastomer performance and durability is a function of the range of motion, mechanical load, thermal and particle/water contaminant exposure the part is subjected to. Test rigs disclosed herein provide the capability to consider these different factors in the durability testing of the anti-roll bar under test including the effect on the elastomeric component of such anti-roll bars.
As used here, 'connected' means either 'mechanically connected' or 'electrically connected' either directly or indirectly. Connection does not have to be galvanic. Where the control system is concerned, connected means operably coupled to the extent that messages are transmitted and received via the appropriate communication means. The term "control system" may be understood to cover a controller, control module, or control element and need not necessary be a multi-element or distributed system (although it may be in some examples).
It will be appreciated that various changes and modifications can be made to the present disclosed examples without departing from the scope of the present application as defined by the appended claims. Whilst endeavouring in the foregoing specification to draw attention to those features believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.
Claims (18)
- CLAIMS1. A control system for a test rig for use in testing an anti-roll bar of an active roll control system of a vehicle, the control system comprising one or more controllers, the control system configured to: determine an external excitation to apply to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; determine an internal excitation to apply to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; provide an external excitation signal in accordance with the external excitation to an external excitation apparatus to cause the external excitation apparatus to apply the external excitation to the anti-roll bar, and provide an internal excitation signal in accordance with the internal excitation to an internal excitation apparatus to cause the internal excitation apparatus to apply the internal excitation to the anti-roll bar; and output a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation.
- 2. The control system of claim 1, configured to provide the external excitation signal and the internal excitation signals to cause the external excitation and internal excitation to be 20 synchronised.
- 3. The control system of any preceding claim, configured to provide the external excitation signal and provide the internal excitation signal to cause the external excitation to be applied independently to the internal excitation.
- 4. The control system of any preceding claim, configured to provide the external excitation signal to the anti-roll bar as a time-varying external excitation
- 5. The control system of any preceding claim, wherein the external excitation comprises one or more of: an anti-roll bar end displacement, wherein the control system is configured to provide the external excitation signal indicating the anti-roll bar end displacement to a hydraulic actuator located at an anti-roll bar end; an environmental temperature, wherein the control system is configured to provide the external excitation signal indicating the environmental temperature to a temperature setting apparatus; a slurry application to the anti-roll bar, wherein the control system is configured to provide the external excitation signal indicating that slurry is to be applied to the anti-roll bar to a slurry provision apparatus; and an air flow, wherein the control system is configured to provide the external excitation signal indicating the air flow to an air flow apparatus.
- 6. The control system of any preceding claim, wherein the internal excitation comprises application of a target torque request to the anti-roll bar.
- 7. The control system of any preceding claim, wherein outputting the characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation comprises one or more of: outputting temperature of the anti-roll bar at one or more locations on the anti-roll bar; outputting a displacement angle of the anti-roll bar; outputting a stiffness of the anti-roll bar; outputting a power output of the anti-roll bar; and outputting actuator vibration measurements.
- 8. The control system of any preceding claim, wherein the control system is configured to determine the external excitation and the internal excitation by retrieving stored predetermined excitation values, wherein the stored predetermined excitation values represent a pre-programmed test cycle to simulate a particular operation condition.
- 9. A test rig for use in testing an anti-roll bar of an active roll control system of a vehicle, the test rig comprising one or more controllers, the test rig comprising: a test chamber configured to receive an anti-roll bar to be tested; an external excitation module coupled to the test chamber and configured to apply an external excitation to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; an internal excitation module coupled to the test chamber and configured to apply an internal excitation to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; and an output module configured to indicate a characteristic of the anti-roll bar generated in response to the applied external excitation and applied internal excitation.
- 10. The test rig of claim 9, configured to synchronise the external excitation application and the internal excitation application.
- 11. The test rig of any of claims 9 to 10, comprising at least one hydraulic actuator, wherein the external excitation module is configured to provide an excitation signal to the at least one hydraulic actuator to cause an end of the anti-roll bar, located at the hydraulic actuator, to be displaced by the hydraulic actuator.
- 12. The test rig of any of claims 9 to 11, comprising one or more of: a temperature setting apparatus, wherein the external excitation module is configured to provide an excitation signal to the temperature setting apparatus to cause a temperature within the test chamber to reach an input temperature provided to the external excitation module; a slurry providing apparatus, wherein the external excitation module is configured to provide an excitation signal to the slurry providing apparatus to cause application of slurry onto the anti-roll bar; and an air flow apparatus, wherein the external excitation module is configured to provide an excitation signal to the air flow apparatus to cause an air flow over the anti-roll bar.
- 13. The test rig of claim 12 comprising the slurry providing apparatus, wherein the slurry providing apparatus is configured to blend slurry component materials in different amounts to provide different slurry blends, and wherein the external excitation module is configured to control the slurry providing apparatus to provide a desired slurry blend for application of the slurry blend onto the anti-roll bar.
- 14. The test rig of any of claims 9 to 13, comprising one or more of: a temperature sensor coupled to the output module, wherein the temperature sensor is configured to measure a temperature of the anti-roll bar and provide the measured temperature to the output module; a height sensor coupled to the output module, wherein the height sensor is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; an angular displacement sensor coupled to the output module, wherein the angular displacement sensor is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; an accelerometer coupled to the output module, wherein the accelerometer is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module; and a gyroscope coupled to the output module, wherein the gyroscope is configured to measure a displacement angle of the anti-roll bar and provide the measured displacement angle to the output module.
- 15. The test rig of any of claims 9 to 14, wherein the output module is configured to indicate an available anti-roll bar power generated in response to an applied temperature external excitation.
- 16. A method performed in a test rig for testing an anti-roll bar of an active roll control system of a vehicle, the method comprising: determining an external excitation to apply to the anti-roll bar, wherein the external excitation is representative of an environmental condition external to the anti-roll bar; determining an internal excitation to apply to the anti-roll bar, wherein the internal excitation is representative of an active roll control system input to the anti-roll bar; causing an external excitation apparatus to apply the external excitation to the anti-roll bar according to the determined external excitation, causing an internal excitation apparatus to apply the internal excitation to the anti-roll bar according to the determined internal excitation; and outputting a characteristic of the anti-roll bar generated in response to the application of the external excitation and the internal excitation.
- 17. Computer software which, when executed on a processor of a test rig according to any of claims 1 to 15, is arranged to perform a method according to claim 16.
- 18. A non-transitory, computer-readable storage medium storing instructions thereon that, when executed by one or more electronic processors of a test rig according to any of claims 1 to 15, causes the one or more electronic processors to carry out a method according to claim 16.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB2204531.4A GB2617126A (en) | 2022-03-30 | 2022-03-30 | Vehicle load testing for active suspension systems |
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| Application Number | Priority Date | Filing Date | Title |
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| GB2204531.4A GB2617126A (en) | 2022-03-30 | 2022-03-30 | Vehicle load testing for active suspension systems |
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| GB202204531D0 GB202204531D0 (en) | 2022-05-11 |
| GB2617126A true GB2617126A (en) | 2023-10-04 |
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| CN115372025B (en) * | 2022-09-02 | 2024-04-12 | 合肥工业大学 | Automatic test platform and method for vehicle suspension system performance |
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| US20070260372A1 (en) * | 2006-05-08 | 2007-11-08 | Langer William J | Dynamic vehicle suspension system testing and simulation |
| CN105466698A (en) * | 2015-12-23 | 2016-04-06 | 北汽福田汽车股份有限公司 | Method and device for endurance test of auxiliary frame assembly |
| CN108827653A (en) * | 2018-06-29 | 2018-11-16 | 上汽大众汽车有限公司 | Stabiliser bar assembly strength test device and test method |
| CN109115523A (en) * | 2018-10-10 | 2019-01-01 | 湖南湖大艾盛汽车技术开发有限公司 | A kind of stabilizer bar rating test and fatigue endurance test rack and test method |
| CN112129552A (en) * | 2020-08-31 | 2020-12-25 | 同济大学 | Double-active suspension test bed |
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2022
- 2022-03-30 GB GB2204531.4A patent/GB2617126A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070260372A1 (en) * | 2006-05-08 | 2007-11-08 | Langer William J | Dynamic vehicle suspension system testing and simulation |
| CN105466698A (en) * | 2015-12-23 | 2016-04-06 | 北汽福田汽车股份有限公司 | Method and device for endurance test of auxiliary frame assembly |
| CN108827653A (en) * | 2018-06-29 | 2018-11-16 | 上汽大众汽车有限公司 | Stabiliser bar assembly strength test device and test method |
| CN109115523A (en) * | 2018-10-10 | 2019-01-01 | 湖南湖大艾盛汽车技术开发有限公司 | A kind of stabilizer bar rating test and fatigue endurance test rack and test method |
| CN112129552A (en) * | 2020-08-31 | 2020-12-25 | 同济大学 | Double-active suspension test bed |
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