CN108489738B - Torsion beam fatigue strength test bed and test method for two-channel simulated road - Google Patents
Torsion beam fatigue strength test bed and test method for two-channel simulated road Download PDFInfo
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- CN108489738B CN108489738B CN201810710456.5A CN201810710456A CN108489738B CN 108489738 B CN108489738 B CN 108489738B CN 201810710456 A CN201810710456 A CN 201810710456A CN 108489738 B CN108489738 B CN 108489738B
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- CWYNVVGOOAEACU-UHFFFAOYSA-N Fe2+ Chemical compound [Fe+2] CWYNVVGOOAEACU-UHFFFAOYSA-N 0.000 claims abstract description 11
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- G—PHYSICS
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- 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
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Abstract
The invention relates to a torsion beam fatigue strength test bed and a test method for a two-channel simulated road. The torsion beam fatigue strength test bed comprises two sets of actuators (7), two sets of horizontal counterforce seats (9), a ferrous floor (10), two sets of upright posts (11), a shock absorber fixing part (12), a spring fixing part (13), a belt (14), two actuating carrier trays (15) and two trailing arm fixing parts (16). The torsion beam fatigue strength test bed comprehensively considers the influence of unsprung mass and buffer parts on the test, provides real and reliable experimental standard alignment data for the design, fatigue life analysis and the like of a torsion beam assembly, and further shortens the development period of the torsion beam assembly, saves the cost and the like. The invention is beneficial to improving the durability, rigidity test and the like of the analysis torsion beam assembly.
Description
Technical Field
The invention relates to a durability test technology of an automobile chassis, in particular to a torsion beam fatigue strength test bed for a two-channel simulated road and a test method.
Background
The torsion beam type semi-independent suspension mainly comprises 4 parts: a torsion beam for bearing primarily vertical and lateral moments; longitudinal swing arms welded on the left side and the right side of the torsion beam; the elastic element and the connecting bracket are arranged at the front end of the longitudinal swing arm and used for connecting a vehicle body; a coil spring, a coil spring holder; the vibration absorber comprises a vibration absorber, a vibration absorber support, a hub support and the like. Wherein the shock absorber upper mounting point, the longitudinal swing arm sleeve and the spring upper tray are fixed on the vehicle body, as shown in fig. 6.
In the fatigue endurance simulation and iterative model building process, index parameters such as fatigue endurance, roll stiffness, strength and the like of the torsion beam assembly are required. The conventional fatigue endurance test device for the torsion beam assembly is characterized in that load (sine wave) path spectrum data is applied to a wheel hub bracket from top to bottom through an actuator in a reciprocating manner, an actuating cylinder is applied to the wheel hub bracket for testing at 8 kN-20 kN and 3 HZ-5 HZ frequencies, a test sample piece has no components such as a tire assembly, a wheel hub assembly and the like, a fatigue endurance test bench is shown in fig. 1, the working state of the torsion beam assembly is simulated, and test data of the torsion beam assembly in each working state is obtained.
The structure of the existing testing device has the following defects:
1. Long Menliang occupies a large space;
2. The influence of unsprung masses such as a tire assembly, a hub assembly and the like on the fatigue durability conclusion of the torsion beam in the actual running process cannot be simulated;
3. the fixture for loading the actuating cylinder on the torsion beam hub bracket needs to have high strength, and simultaneously, because the hinging positions are all made of rigid materials, the actuating cylinder can generate harshness and abnormal sound in the loading process.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a torsion beam fatigue strength test bed and a torsion beam fatigue strength test method for a two-channel simulated road.
The aim of the invention is realized by the following technical scheme: a torsion beam fatigue strength test bed for a two-channel simulated road is characterized by comprising two groups of actuators, two groups of horizontal counter-force seats, an iron floor, two groups of upright posts, a shock absorber fixing part, a spring fixing part, a belt, two actuating trays and two trailing arm fixing parts,
The tested torsion beam suspension assembly comprises a torsion beam assembly, a shock absorber, a spring, a trailing arm, a brake drum and a tire, wherein the brake drum is fixed on a hub bracket of the torsion beam assembly, and the tire is fixed on the brake drum; the damper is fixed on the longitudinal arm and is close to the hub bracket; the springs are placed on a spring tray between the torsion beam assembly and the trailing arms;
The tire is placed on the actuating support trays, the two sets of actuators are respectively fixed below the two actuating support trays and are directly or indirectly fixedly connected with the two actuating support trays, the left and right sets of horizontal counterforce seats are fixed on the iron floor, and the longitudinal arm fixing parts are fixed on the horizontal counterforce seats; the two groups of upright posts are respectively fixed on the iron floor, longitudinal upright post sliding grooves are formed in the two upright posts, a spring fixing part is fixed on each upright post, the springs are fixed on the upright posts through the spring fixing parts, and the heights of mounting points on the springs are adjusted through the upright post sliding grooves; the shock absorber fixing part is further arranged on the upright post, the shock absorber is fixed on the upright post through the shock absorber fixing part, and the height of the mounting point on the shock absorber is adjusted through the upright post sliding groove.
Preferably, the actuation tray is connected to the actuator via a coupling.
Preferably, the device further comprises an actuator mounting bracket, the actuator mounting bracket is arranged below the iron floor, and the base of the actuator is mounted on the actuator mounting bracket.
Preferably, the actuator is used for applying the actually measured, random and iterative road spectrum signals in a reciprocating mode from bottom to top, and transmitting the signals to the tray through the coupler so as to further transmit excitation to the tire of the torsion beam rear suspension assembly positioned on the tray.
Preferably, the damper fixing members are provided in two groups, and are respectively and symmetrically installed at left and right sides thereof with respect to a center axis of the torsion beam assembly, and each group of damper fixing members includes: the shock absorber clamp fixing frame is fixed on the upright post, the shock absorber clamp fixing frame is fixed on the first I-shaped clamp, the shock absorber is installed on the shock absorber clamp, the whole I-shaped clamp is of an I-shaped structure, and one surface of the I-shaped clamp is provided with a transverse sliding groove for adjusting the installation position of the shock absorber clamp fixing frame; the other side is provided with a mounting hole for mounting the fastener.
Preferably, the spring fixing parts are arranged in two groups, and are symmetrically arranged on the central axis of the torsion beam assembly, and each group comprises: the spring tray fixing frame is fixed on the spring clamp; the springs are arranged on the spring tray fixing frame.
Preferably, the two horizontal counterforce seats are respectively and symmetrically arranged relative to the central axis of the torsion beam assembly, each seat comprises a bottom plate, a vertical plate and a rib plate, and two longitudinal sliding grooves are formed in one surface of the vertical plate; through the longitudinal sliding groove, the installation position of the longitudinal arm fixing part can be adjusted; the other side of the vertical plate is fixedly provided with a rib plate, the rib plate is provided with a through hole, the through hole is used for hanging a crane hook, the bottoms of the vertical plate and the rib plate are connected to a bottom plate, and the bottom plate is fixed on the iron floor.
Preferably, the two trailing arm fixing members are symmetrically arranged on the left and right sides with respect to the central axis of the torsion beam assembly, and each trailing arm fixing member is fixed on the horizontal reaction seat.
In another aspect, the present invention provides a method for testing a torsion beam fatigue strength test bench for simulating a road by using the two channels, wherein the method comprises:
step S10, installing each component, wherein the step specifically comprises the following substeps:
Step S101, according to a test sample, confirming the size of the torsion beam rear suspension assembly in a vehicle no-load state: h1-the height of the tire from the iron floor, H2-the distance from the trailing arm to the iron floor, H3-the upper point of the spring to the height of the iron floor, H4-the upper point of the shock absorber to the height of the iron floor, and H5-the center of the wheel to the height of the iron floor; longitudinal arm ground clearance = H2-H1, spring upper point ground clearance = H3-H1, shock absorber upper point ground clearance = H4-H1, center of wheel ground clearance = H5-H1, L1-left and right longitudinal arm mounting point spacing, L2-column spacing, L3-left and right spring upper mounting point spacing, L4-left and right shock absorber upper mounting point spacing, L5-track;
step S102, adjusting the interval between two actuators based on the wheel track-L5, and placing the torsion beam rear suspension assembly on a tray;
Step S103, mounting left-right torsion Liang Zongbei: based on the distance-L1 between the left and right longitudinal arms, adjusting the distance between the two horizontal counter-force seats and fixing the horizontal counter-force seats on the iron floor; based on the height H2-H1 of the trailing arm from the ground, adjusting the positions of the horizontal counter-force seat and the trailing arm fixing part, and fixing the horizontal counter-force seat and the trailing arm fixing part by bolts; the left and right twists Liang Zongbei are respectively fixed on the left and right trailing arm fixing parts;
Step S104, mounting points on the left and right shock absorbers: based on the distance-L4 between the left and right shock absorbers, the distance between the two upright posts is adjusted and fixed on the iron floor; adjusting the position of an I-shaped clamp of the shock absorber based on the height of the upper point of the shock absorber from the ground=H2-H1, and fixing the I-shaped clamp by using bolts; adjusting a damper clamp fixing frame, fixing the damper clamp fixing frame on the damper I-shaped clamp, and installing a damper on the damper clamp fixing frame;
Step S105, mounting left and right springs: based on the distance-L3 between mounting points on the left and right springs, based on the height=H2 1 of the upper points of the springs, adjusting and fixing the positions of the I-shaped clamp, the spring clamp and the spring tray fixing frame, and installing springs between the spring tray fixing frame and the torsion beam tray;
step S106, fixing the left and right tires by using a belt, and tightening the torque of bolts and nuts of each fixing device by using a torque wrench;
S20, checking the installation size of each component, ensuring that the error of all the installation sizes is within +/-1.5 mm, and ensuring that the relative coordinates of each hard point of the torsion beam rear suspension assembly are unchanged;
And step S30, setting parameters of a computer of a control rack, inputting actual measurement road spectrum, random and iterative signals to an actuator according to test requirements, respectively generating corresponding excitation to tires on two sides by the actuator, and transmitting excitation conditions to the torsion beam assembly so as to measure index parameters of the torsion beam assembly.
As can be seen from the technical scheme of the invention, the invention has the following technical effects:
1. The unsprung part tire assembly, the hub assembly, the spring and the shock absorber assembly are added, the influence of unsprung mass and buffer parts on the test is comprehensively considered, and real and reliable experimental standard comparison data are provided for the design, fatigue life analysis and the like of the torsion beam assembly, so that the development period of the torsion beam assembly is shortened, the cost is saved and the like.
2. The actuator applies signals such as actual measurement, randomness, iteration and the like from bottom to top in a reciprocating manner, accords with the actual working state of the torsion beam assembly, and is beneficial to improving the durability, rigidity test and the like of the analysis torsion beam assembly.
3. The rack is in a reciprocating loading mode from bottom to top and accords with the actual running state of the vehicle. The fatigue endurance test of the torsion beam assembly is realized, and meanwhile, the endurance test of parts such as spring endurance, shock absorber assembly endurance, tire assembly endurance and the like can be performed, so that the platform endurance test is realized, and the test cost is saved.
4. The upright post and the fixed clamp of the vehicle body are simulated, and the upper mounting point of the shock absorber and the upper mounting point of the spring can be adjusted (up and down, front and back, left and right), so that the fatigue endurance test of various torsion beam suspension assemblies is adapted.
Drawings
FIG. 1 is a schematic view of a conventional torsion beam fatigue strength test stand;
FIG. 2 is a perspective view of a torsion beam fatigue strength test stand for a two-channel simulated road according to the present invention;
FIG. 3 is a side view of the fatigue durability test rig of the present invention with the H2-trailing arm to ferrous floor distance, the H4-shock absorber upper point to ferrous floor height;
FIG. 4 is a rear view of the fatigue durability test rig of the present invention, wherein H1-tire height from the ferrous floor, H2-trailing arm to ferrous floor distance, H3-spring up point to ferrous floor height, H4-shock absorber up point to ferrous floor height, H5-center of wheel to ferrous floor height;
FIG. 5 is a top view of the fatigue durability test bench of the present invention, wherein the L1-left and right trailing arm mounting point spacing, L2-column spacing, L3-left and right sprung mounting point spacing, L4-left and right sprung mounting point spacing, L5-track spacing;
FIG. 6 is an exploded view of the torsion beam rear suspension assembly of the present invention;
FIG. 7 is a schematic diagram of the loading principle of the actuating and supporting device according to the present invention;
FIG. 8 is a schematic view of a shock absorber fixing apparatus of the present invention;
FIG. 9 is a schematic view of a column in the present invention;
FIG. 10 is a schematic view of a shock absorber clamp mount of the present invention;
FIG. 11 is a schematic view of an I-clamp of the present invention;
FIG. 12 is a schematic view of a spring retainer device of the present invention;
FIG. 13 is a schematic view of a spring tray holder of the present invention;
FIG. 14 is a schematic view of a spring clip according to the present invention;
FIG. 15 is a schematic view of a horizontal reaction seat in the present invention;
FIG. 16 is a schematic view of a trailing arm fixing device according to the invention;
FIG. 17 is a schematic view of a trailing arm fixing member of the present invention;
fig. 18 shows a flow chart of the loading of the road spectrum data.
Detailed Description
In order to enable those skilled in the art to better understand the technical solution of the present application, the present application will be further described in detail below by way of examples in conjunction with fig. 2 to 18.
The terms of directions such as up, down, left, right, front and rear in the present document are established based on the positional relationship shown in the drawings. The drawings are different, and the corresponding positional relationship may be changed, so that the scope of protection cannot be understood.
In the present invention, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, and may be, for example, fixedly connected or detachably connected, integrally connected or mechanically connected, electrically connected or communicable with each other, directly connected or indirectly connected through an intermediate medium, or communicated between two components, or an interaction relationship between two components. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
Example 1
The torsion beam fatigue strength test bed structure of the two-channel simulation road in this embodiment is shown in fig. 2,3,4 and 5.
As shown in fig. 2, the stand includes: torsion beam assembly 1, actuator 7, horizontal reaction seat 9, iron floor 10, stand 11, shock absorber fixed part 12, spring fixed part 13, belt 14, actuation tray 15, trailing arm fixed part 16.
The tire 6 of the torsion beam assembly is placed on the actuating tray 15, the left and right groups of horizontal reaction seats are fixed on the iron floor, and the trailing arm fixing parts are fixed on the horizontal reaction seats. Two groups of upright posts are respectively fixed on the iron floor, wherein a spring fixing part is fixed on one group of upright posts, a spring 3 is fixed on the upright posts through the spring fixing part, and the height of a mounting point on the spring is adjusted through upright post sliding grooves; the same upright post is also provided with a shock absorber fixing part, the shock absorber assembly 2 is fixed on the upright post through the shock absorber fixing part, and the height of the mounting point on the shock absorber is adjusted through the upright post chute. Finally, the tire assembly 6 is secured to the actuation pallet by a belt.
The structure of the torsion beam rear suspension assembly is shown in fig. 6, from which it can be seen that the torsion beam rear suspension assembly includes: torsion beam assembly 1, shock absorber 2, spring 3, trailing arm 4, brake drum assembly 5, tire assembly 6. The brake drum assembly is fixed on a hub bracket of the torsion beam assembly, and the tire is fixed on the brake drum assembly; the damper assembly is fixed on the trailing arm and is close to the hub bracket; the springs are placed on a spring tray between the torsion beam assemblies and the trailing arms.
The actuating carrier members 15 are in two groups, each group comprising a tray 15, a coupling 17 and an actuator 7. One end of the coupler 17 is connected with the tray 15, and the other end is connected with an output shaft of the actuator 7. The base of the actuator 7 is mounted on a bottom actuator mount 18. As shown in fig. 7, the actuator 7 applies the actually measured, random and iterative road spectrum signals reciprocally from bottom to top, and transmits the signals to the tray 15 through the coupling 17, so as to further transmit the excitation to the tire 6 of the torsion beam rear suspension assembly 1 positioned on the tray 15, and the belt 14 binds the tire 6. The two actuators 7 are loaded independently and are not associated with each other.
The damper fixing members 12 are provided in two groups, and are respectively installed on the left and right sides of the torsion beam assembly symmetrically with respect to the center axis thereof. Each group includes: a damper clamp mount 12-1, an I-clamp 12-2 and a post 11. The bottom of the upright post 11 is fixed on the iron floor 10, the I-shaped clamp 12-2 is fixed on the upright post 11, the damper clamp fixing frame 12-1 is fixed on the I-shaped clamp 12-2, and the damper 2 is installed on the damper clamp 12-1.
The upright 11 is constructed as shown in fig. 9, and has a longitudinal slide rail formed on both sides thereof for adjusting the mounting height of the i-clamp 12-2. The structures of the damper clamp fixing frame 12-1 and the I-shaped clamp 12-2 are shown in fig. 10 and 11, the I-shaped clamp 12-2 is of an I-shaped structure as a whole, and one surface of the I-shaped clamp is provided with a transverse chute for adjusting the installation position of the damper clamp fixing frame 12-1; the other side is provided with a mounting hole for mounting a fastener such as a bolt. According to the position of the upper mounting point of the damper 2, the position of the damper clamp fixing frame 12-1 is determined by utilizing the sliding groove of the I-shaped clamp 12-2 and the sliding groove on the upright post 11, and the damper 2 in the torsion beam rear suspension assembly is mounted by bolts after the position of the damper clamp fixing frame 12-1 is determined, so that the simulation effect of fixing the damper 2 on a vehicle body is achieved.
The spring fixing parts 13 are arranged in two groups and are symmetrically arranged on the central axis of the torsion beam assembly. Each group includes: comprises a spring tray fixing frame 13-1, a spring clamp 13-2, an I-shaped clamp 13-3 (the structures of the clamp 13-3 and the clamp 12-2 are the same) and a stand column 11. The bottom plate of the upright post 11 is fixed on the iron floor 10, the I-shaped clamp 13-3 is fixed on the upright post 11, the spring clamp 13-2 is fixed on the I-shaped clamp 13-3, and the spring tray fixing frame 13-1 is fixed on the spring clamp 13-2; the springs 3 in the torsion beam rear suspension assembly are mounted on the spring tray mount 13-1.
As can be seen from fig. 12, the i-shaped clamp 13-3 has an i-shaped structure, one side of which is provided with a transverse chute for adjusting the mounting position of the damper clamp fixing frame 13-2, and the other side is provided with a mounting hole for mounting a fastener such as a bolt; the spring tray fixing frame adopts a disc structure, one surface is hollowed, and the spring tray fixing frame is used for fixing the buffer rubber on the spring, and the other surface is smooth. According to the position of the upper mounting point of the spring 3, the positions of the spring clamp 13-2 and the spring tray fixing frame 13-1 are determined by utilizing the sliding groove of the I-shaped clamp 13-3 and the sliding groove on the upright post 11, and after the positions of the spring tray fixing frame 13-1 are determined, the spring 3 in the torsion beam rear suspension assembly is mounted through the spring tray in the torsion beam rear suspension assembly and the spring tray fixing frame. Thereby achieving the simulation effect of fixing the spring 3 in the torsion beam rear suspension assembly on the vehicle body.
The two horizontal counterforce seats 9 are respectively symmetrically arranged on the central axis of the torsion beam assembly. The mounting positions of the two horizontal reaction force seats 9 are shown in fig. 2 to 5. The horizontal reaction force seat 9 is fixed to the iron floor 10 by bolts, and the structure thereof is shown in fig. 15.
As can be seen from fig. 15, the horizontal reaction seat 9 includes a bottom plate, a riser and a rib plate. Two longitudinal sliding grooves are formed in one surface of the vertical plate; through which the mounting position of the trailing arm fixing member 16 can be adjusted; a rib plate is fixed on the other surface of the vertical plate, and a through hole is formed in the rib plate, so that the through hole is beneficial to hoisting of a crane hook; the bottom of the riser and the gusset are connected to a bottom plate that is secured to the ferrous floor 10.
The trailing arm fixing members 16 are bilaterally symmetrical and are mounted symmetrically with respect to the center axis of the torsion beam assembly. Each trailing arm fixing member 16 is fixed to the horizontal reaction force seat 9, and the horizontal reaction force seat 9 is fixed to the iron floor 10, thereby achieving a simulation effect of mounting the torsion Liang Zongbei to the vehicle body. Since the vertical plate of the horizontal reaction seat 9 is provided with a longitudinal chute, the mounting position of the trailing arm fixing member 16 can be adjusted by the longitudinal chute. The specific structure of the trailing arm fixing member 16 is shown in fig. 17.
The torsion beam assembly comprises a vertical plate fixed on a horizontal counter-force seat, lifting lug plates on two sides of a longitudinal arm 4 in the torsion beam assembly, and rib plates for fixing the vertical plate and the lifting lug plates up and down. The installation position of the trailing arm fixing member 16 is determined through the sliding groove of the horizontal counterforce seat, and after the position of the trailing arm fixing member 16 is determined, the trailing arm 4 in the torsion beam assembly is installed on the trailing arm fixing member 16, so that the simulation effect of installing torsion Liang Zongbei on a vehicle body is achieved.
The ferrous floor 10 is a removable structure to facilitate adjustment of the spacing between two actuators in the actuation pallet 15, as shown in fig. 4.
The belts 14 are two groups for fixing the tires 6 on the left and right sides of the torsion beam rear suspension assembly 1, the middle part of the belts wraps the tires 6, and the two end parts of the belts are fixed on the tray 15, so that the tires 6 are not separated from the tray 15 all the time in the process of applying force by the actuator. Thereby achieving the state that the torsion beam rear suspension assembly 1 is simulated to run on the road surface.
Through the upright post, the horizontal counterforce seat, the I-shaped clamp, the shock absorber clamp fixing frame, the spring tray fixing frame, the spring clamp and the longitudinal arm fixing component, the combined shock absorber fixing device, the adjustable structure of the spring fixing device and the longitudinal arm fixing device and the iron floor 10 with the detachable structure, the invention can correspondingly adjust the positions of the shock absorber assemblies, the springs, the longitudinal arms and the wheel tread structures of different vehicle types, thereby being suitable for testing torsion beam rear suspension assemblies of different vehicle types.
The mounting test process of the rack of the invention is as follows:
step S10, installing each component, specifically as follows:
Step S101, according to a test sample, confirming the size of a torsion beam rear suspension assembly in a vehicle no-load state: h1-tire distance to the height of the iron floor (equipment debugging height, which is related to the up-and-down motion limit of the automobile, H1 is 300-400 mm generally), H2-trailing arm to the distance of the iron floor, H3-spring upper point to the height of the iron floor, H4-shock absorber upper point to the height of the iron floor, and H5-wheel center to the height of the iron floor; trailing arm height = H2-H1 (ground refers to the contact surface of the tire with the ground, also referred to as ground line), spring upper point height = H3-H1, shock absorber upper point height = H4-H1, center of wheel height = H5-H1. L1-left and right longitudinal arm mounting point spacing, L2-upright post spacing, L3-left and right spring upper mounting point spacing, L4-left and right shock absorber upper mounting point spacing and L5-wheel track;
step S102, adjusting the distance between two actuators based on the wheel track-L5; the torsion beam rear suspension assembly is placed on the tray.
And step S103, mounting left-right torsion Liang Zongbei. Based on the distance-L1 between the left and right longitudinal arms, the distance between the two horizontal counter-force seats is adjusted and fixed on the iron floor; based on the height H2-H1 of the trailing arm from the ground, the positions of the horizontal counter-force seat and the trailing arm fixing part are adjusted, and the horizontal counter-force seat and the trailing arm fixing part are fixed by bolts; the left and right twists Liang Zongbei are fixed to the left and right trailing arm fixing members, respectively.
And S104, mounting points on the left and right shock absorbers. Based on the distance-L4 between the left and right shock absorbers, the distance between the two upright posts is adjusted and fixed on the iron floor; adjusting the position of an I-shaped clamp of the shock absorber based on the height of the upper point of the shock absorber from the ground=H2-H1, and fixing the I-shaped clamp by using bolts; and adjusting a damper clamp fixing frame, fixing the damper clamp fixing frame on the damper I-shaped clamp, and installing the damper on the damper clamp fixing frame.
Step S105, mounting left and right springs. Based on the distance-L3 between the mounting points on the left and right springs, the positions of the I-shaped spring clamp, the spring clamp and the spring tray fixing frame are adjusted and fixed based on the height=H2 1 of the upper points of the springs, and the springs are arranged between the spring tray fixing frame and the torsion Liang Tuopan.
Step S106, fixing the left and right tires by using belts; the bolts and nuts of the fixing devices are tightened with torque by using a torque wrench.
And step S20, checking the installation dimensions of all the components, and ensuring that the error of all the installation dimensions is within +/-1.5 mm. Ensuring that the relative coordinates of all hard points of the torsion beam rear suspension assembly are unchanged; if the hard point position is changed, the working state of the torsion beam assembly of the simulated real vehicle cannot be achieved, and the experimental result is deviated.
Step S30, setting parameters of a computer of a control rack (a four-way road simulation test system of IST company is installed). Inputting an actually measured road spectrum, a random and iterative signal to the actuator according to the requirement; the actuators respectively generate corresponding excitation to the tires at the two sides, and the excitation conditions are transmitted to the torsion beam assembly, so that index parameters (measurement of certain parameters, such as fatigue durability, roll stiffness, strength and the like, of the torsion beam assembly, and strain gauges or strain gauges are required to be stuck).
The working principle of the invention is as follows:
Placing the tire on a tray, and fixing the tire by using a belt; the upright posts are respectively fixed with a left shock absorber and a right shock absorber and a left spring and a right spring; the horizontal counterforce seats are respectively fixed with left and right torsion Liang Zongbei; the effect of simulating the fixing of the shock absorber, the spring and the trailing arm on the vehicle body is achieved. The two actuators apply actually measured, random and iterative road spectrum signals in a reciprocating mode from bottom to top, excitation conditions applied by the actuators are transmitted to the actuating support tray through the coupler, the actuating support tray excites the tires, and excitation working conditions of the tires are transmitted to the torsion beam assembly, so that the working state of the torsion beam rear suspension assembly in the running process of an automobile is simulated.
The four-channel road simulation test system of German INSTRON company (IST) is adopted to input actual measurement channel spectrum, random and iterative signals, and the left and right groups of actuators load tires in a reciprocating manner from bottom to top respectively, wherein the loading system of the two channels is the same as the four-channel equipment of the whole vehicle, and the hardware and software sharing of the test equipment is realized.
The torsion beam rear suspension assembly is excited by signals such as actual measurement data, random, iteration and the like. The actual road spectrum data loading flow is shown in fig. 18. Six component force equipment of an LMS-MSC (Mitsugen technology company/MSC-MICHIGAN SCIENTIFIC Corporation, the number acquisition system/LMS-LEARNING MANAGEMENT SYSTEM, called LMS-MSC for short) is arranged on a test vehicle to acquire data, tec-Ware data processing software of the LMS is used for combining a test record table and GPS speed, measured road spectrum data is obtained through filtering, deburring and the like, the measured road spectrum data is input into a computer, and an IST control system is used for controlling two groups of actuators (the measured data is divided into left and right), so that the working state of the torsion beam rear suspension assembly under each working condition is reproduced; the computer can also realize that data signals such as random, iteration and the like are input to control the actuator, so that the operation state of the torsion beam rear suspension assembly which is wanted by the computer is achieved.
From the above, the fatigue endurance test device provided by the invention can simulate the influence of unsprung mass, a damping device and a spring in a real vehicle state on the working state of the torsion beam assembly, and the tires are excited by two groups of actuators to reproduce the actual measurement road spectrum, the random and iterative working states of the torsion beam assembly under various working conditions;
The road spectrum data of the tire is directly measured by using LMS-MSC six-component force equipment, the loading position of the fatigue durability testing device is also the tire, the data processing of a plurality of steps is omitted, and the road spectrum data is ensured not to be distorted. Therefore, the situation that the fatigue durability, rigidity, strength and other tests of the traditional torsion beam assembly can only input iterative conversion data is solved.
Consider the impact of the unsprung mass of the shock absorber, spring, tire on the torsion beam test. The fatigue endurance testing device is ensured to test the working state of the torsion beam more closely to the working state of the torsion beam when the real vehicle runs, the accuracy of a testing conclusion is improved, real and reliable experimental standard alignment data are provided for the design, the service life analysis and the like of the torsion beam assembly, the development period is shortened, the road test cost is saved and the like.
While the application has been disclosed in terms of preferred embodiments, the embodiments are not limiting of the application. Any equivalent changes or modifications can be made without departing from the spirit and scope of the present application, and are intended to be within the scope of the present application. The scope of the application should therefore be determined by the following claims.
Claims (8)
1. The torsion beam fatigue strength test bed for the two-channel simulated road is characterized by comprising two groups of actuators (7), two groups of horizontal counter-force seats (9), an iron floor (10), two groups of upright posts (11), a shock absorber fixing part (12), a spring fixing part (13), a belt (14), two actuating trays (15) and two trailing arm fixing parts (16),
The torsion beam suspension assembly to be tested comprises a torsion beam assembly (1), a shock absorber (2), a spring (3), a trailing arm (4), a brake drum (5) and a tire (6), wherein the brake drum (5) is fixed on a hub bracket of the torsion beam assembly (1), and the tire (6) is fixed on the brake drum (5); the damper (2) is fixed on the trailing arm (4) and is close to the hub bracket; the springs are placed on a spring tray between the torsion beam assembly and the trailing arms;
The tire (6) is placed on the actuation support trays (15), the two groups of actuators (7) are respectively fixed below the two actuation support trays (15) and are directly or indirectly fixedly connected with the two actuation support trays, the left and right groups of horizontal counterforce seats (9) are fixed on the iron floor (10), and the longitudinal arm fixing parts (16) are fixed on the horizontal counterforce seats (9); the two groups of upright posts (11) are respectively fixed on the iron floor, longitudinal upright post sliding grooves are formed in the two upright posts (11), a spring fixing part is fixed on each upright post, the springs (3) are fixed on the upright posts through the spring fixing parts (13), and the heights of mounting points on the springs are adjusted through the upright post sliding grooves; the vertical column is further provided with a shock absorber fixing part (12), the shock absorber (2) is fixed on the vertical column through the shock absorber fixing part (12), the height of a mounting point on the shock absorber is adjusted through a vertical column chute, the two longitudinal arm fixing parts (16) are bilaterally symmetrical and symmetrically installed relative to the central axis of the torsion beam assembly, and each longitudinal arm fixing part (16) is fixed on the horizontal counter-force seat (9).
2. The torsion beam fatigue strength test stand of a two-channel simulated roadway according to claim 1, wherein the actuation tray is connected to the actuator (7) by a coupling (17).
3. The torsion beam fatigue strength test stand of a two-channel simulated roadway according to claim 1, further comprising an actuator mount (18), the actuator mount (18) being disposed below the ferrous floor, a base of the actuator (7) being mounted on the actuator mount (18).
4. The torsion beam fatigue strength test bench of a two-channel simulated road according to claim 2, wherein the actuator (7) is adapted to apply back and forth from bottom to top an actual, random, iterative road spectrum signal, which is transmitted to the actuation tray (15) via the coupling (17), thereby transmitting the excitation to the tires (6) of the torsion beam rear suspension assembly located on the actuation tray (15).
5. A torsion beam fatigue strength test stand for a two-channel simulated road as claimed in claim 3, wherein said shock absorber fixing members (12) are provided in two groups, each symmetrically mounted on both left and right sides thereof with respect to a center axis of the torsion beam assembly, each group comprising: the shock absorber clamp fixing frame (12-1) and the first I-shaped clamp (12-2), wherein the first I-shaped clamp (12-2) is fixed on the upright post (11), the shock absorber clamp fixing frame (12-1) is fixed on the first I-shaped clamp (12-2), the shock absorber (2) is installed on the shock absorber clamp fixing frame (12-1), the I-shaped clamp (12-2) is of an I-shaped structure, and one surface of the I-shaped clamp is provided with a transverse chute for adjusting the installation position of the shock absorber clamp fixing frame (12-1); the other side is provided with a mounting hole for mounting the fastener.
6. A torsion beam fatigue strength test bench for a two-channel simulated roadway according to claim 3, wherein the spring fixing members (13) are provided in two groups, each group comprising: the spring pallet fixing device comprises a spring pallet fixing frame (13-1), a spring clamp (13-2) and a second I-shaped clamp (13-3), wherein the spring fixing part (13) is fixed on the upright post (11), the second I-shaped clamp (13-3) is fixed on the upright post (11), the spring clamp (13-2) is fixed on the second I-shaped clamp (13-3), and the spring pallet fixing frame (13-1) is fixed on the spring clamp (13-2); the springs (3) are arranged on the spring tray fixing frame (13-1).
7. A torsion beam fatigue strength test bed for a two-channel simulated road according to claim 3, wherein two horizontal counter-force seats (9) are respectively and symmetrically installed relative to the central axis of the torsion beam assembly, each seat comprises a bottom plate, a vertical plate and a rib plate, and two longitudinal sliding grooves are formed in one surface of the vertical plate; through the longitudinal sliding groove, the installation position of the trailing arm fixing component (16) can be adjusted; the other side of the vertical plate is provided with a fixed rib plate, the rib plate is provided with a through hole, the through hole is used for hanging a crane hook, the bottoms of the vertical plate and the rib plate are connected to a bottom plate, and the bottom plate is fixed on the iron floor (10).
8. A method of testing a torsion beam fatigue strength test rig for a two-channel simulated roadway using any one of claims 1-7, the method comprising:
step S10, installing each component, wherein the step specifically comprises the following substeps:
Step S101, according to a test sample, confirming the size of the torsion beam rear suspension assembly in a vehicle no-load state: h1-the height of the tire from the iron floor, H2-the distance from the trailing arm to the iron floor, H3-the upper point of the spring to the height of the iron floor, H4-the upper point of the shock absorber to the height of the iron floor, and H5-the center of the wheel to the height of the iron floor; longitudinal arm ground clearance = H2-H1, spring upper point ground clearance = H3-H1, shock absorber upper point ground clearance = H4-H1, center of wheel ground clearance = H5-H1, L1-left and right longitudinal arm mounting point spacing, L2-column spacing, L3-left and right spring upper mounting point spacing, L4-left and right shock absorber upper mounting point spacing, L5-track;
step S102, adjusting the interval between two actuators based on the wheel track-L5, and placing the torsion beam rear suspension assembly on a tray;
Step S103, mounting left-right torsion Liang Zongbei: based on the distance-L1 between the left and right longitudinal arms, adjusting the distance between the two horizontal counter-force seats and fixing the horizontal counter-force seats on the iron floor; based on the height H2-H1 of the trailing arm from the ground, adjusting the positions of the horizontal counter-force seat and the trailing arm fixing part, and fixing the horizontal counter-force seat and the trailing arm fixing part by bolts; the left and right twists Liang Zongbei are respectively fixed on the left and right trailing arm fixing parts;
Step S104, mounting points on the left and right shock absorbers: based on the distance-L4 between the left and right shock absorbers, the distance between the two upright posts is adjusted and fixed on the iron floor; adjusting the position of an I-shaped clamp of the shock absorber based on the height of the upper point of the shock absorber from the ground=H2-H1, and fixing the I-shaped clamp by using bolts; adjusting a damper clamp fixing frame, fixing the damper clamp fixing frame on the damper I-shaped clamp, and installing a damper on the damper clamp fixing frame;
Step S105, mounting left and right springs: based on the distance-L3 between mounting points on the left and right springs, based on the height=H2 1 of the upper points of the springs, adjusting and fixing the positions of the I-shaped clamp, the spring clamp and the spring tray fixing frame, and installing springs between the spring tray fixing frame and the torsion beam tray;
step S106, fixing the left and right tires by using a belt, and tightening the torque of bolts and nuts of each fixing device by using a torque wrench;
S20, checking the installation size of each component, ensuring that the error of all the installation sizes is within +/-1.5 mm, and ensuring that the relative coordinates of each hard point of the torsion beam rear suspension assembly are unchanged;
And step S30, setting parameters of a computer of a control rack, inputting actual measurement road spectrum, random and iterative signals to an actuator according to test requirements, respectively generating corresponding excitation to tires on two sides by the actuator, and transmitting excitation conditions to the torsion beam assembly so as to measure index parameters of the torsion beam assembly.
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