CN113532890A - A vehicle suspension strength test device - Google Patents
A vehicle suspension strength test device Download PDFInfo
- Publication number
- CN113532890A CN113532890A CN202010295849.1A CN202010295849A CN113532890A CN 113532890 A CN113532890 A CN 113532890A CN 202010295849 A CN202010295849 A CN 202010295849A CN 113532890 A CN113532890 A CN 113532890A
- Authority
- CN
- China
- Prior art keywords
- component
- hub
- sensor
- loading
- sensing assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- 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
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
本发明属于汽车试验技术领域，特别是涉及一种汽车悬架强度试验装置。该汽车悬架强度试验装置包括轮毂替代件、位移传感组件、信号接收器、加载件以及用于固定汽车悬架的框架；所述轮毂替代件安装在所述汽车悬架的轮毂位置；所述加载件连接所述轮毂替代件，所述位移传感组件包括安装在所述汽车悬架的各子部件上的部件传感组件；所述加载件和所述部件传感组件均与所述信号接收器通信连接。本发明的汽车悬架强度试验装置可监控汽车悬架系统的各子部件的变形量，追溯子部件的失效原因，使得汽车悬架的强度试验更加准确。
The invention belongs to the technical field of automobile testing, in particular to an automobile suspension strength testing device. The vehicle suspension strength test device includes a wheel hub substitute, a displacement sensing component, a signal receiver, a loading part and a frame for fixing the vehicle suspension; the wheel hub substitute is installed at the hub position of the vehicle suspension; The loading part is connected to the wheel hub substitute, and the displacement sensing assembly includes a part sensing assembly mounted on each sub-component of the automobile suspension; the loading part and the part sensing assembly are both connected with the Signal receiver communication connection. The vehicle suspension strength test device of the invention can monitor the deformation of each sub-component of the vehicle suspension system, trace the failure cause of the sub-components, and make the strength test of the vehicle suspension more accurate.
Description
Technical Field
The invention belongs to the technical field of automobile tests, and particularly relates to an automobile suspension strength test device.
Background
The automobile suspension system is an important component of an automobile, mainly comprises a shock absorber, a front suspension, a rear suspension, a frame, a swing arm and the like, and mainly plays a role in transmitting force and moment between wheels and an automobile body and reducing vibration of the automobile body. With the increase of the service life of the automobile, the structural members such as a shock absorber, a swing arm and the like in the automobile suspension system are likely to have fatigue fracture; moreover, when the automobile encounters working conditions such as emergency braking and high-speed turning, structural members such as a shock absorber and a swing arm in the automobile suspension system may be broken due to insufficient strength. Therefore, the strength of the automobile suspension system can influence the safety performance of the automobile during running, so that the strength test of the automobile suspension system is of great significance.
In the prior art, when a component in an automobile suspension system is subjected to a strength test, the state of a single component is judged by a visual inspection method, and the condition is not qualified by quantitative data due to slight deformation of the component or slippage generated between mutually connected components. Therefore, the strength test of the automobile suspension strength in the prior art has the following defects: firstly, when the loaded force causes the automobile suspension system to exceed the elastic limit or even to be damaged, the specific failed part of the automobile suspension system cannot be tracked actually; secondly, when the loaded residual displacement is large, the judgment of the plastic deformation of the parts, the slippage between the mutually connected parts or the rubber hysteresis or the ball head friction cannot be made; also, after the test is completed, it is impossible to judge whether or not the part participating in the test can be used for another test.
Disclosure of Invention
The invention solves the problems that the automobile suspension strength test device in the prior art cannot quantify slight deformation of components in an automobile suspension system or slippage between mutually connected components and the like, and provides the automobile suspension strength test device.
In view of the above problems, the embodiment of the invention provides an automotive suspension strength testing device, which comprises a hub substitute, a displacement sensing assembly, a signal receiver, a loading element and a frame for fixing an automotive suspension system, wherein the hub substitute is arranged on the frame; the hub substitute is installed at the hub position of the automobile suspension system; the loading part is connected with the hub substitute part, and the displacement sensing assembly comprises a component sensing assembly arranged on each subcomponent of the automobile suspension system; the loading piece and the component sensing assembly are both in communication connection with the signal receiver;
receiving a test starting instruction containing a first certain amount of force, controlling the loading force applied by the loading part to the hub substitute part to increase to the first certain amount of force and then decrease to zero, and synchronizing first loading information of the loading force of the loading part to the signal receiver;
receiving component residual displacement information sent by the component sensing assembly through the signal receiver, wherein the component residual displacement information is displacement information detected by the component sensing assembly after the loading force of the loading piece is reduced to zero;
receiving a test end command, and generating a first component strength curve of each sub-component according to the first loading information and the component residual displacement information corresponding to each sub-component, wherein the test end command is generated when the automobile suspension system is damaged or the loading force reaches the upper limit of the application force of the loading piece;
and determining the deformation amount of each sub-component according to the first component strength curve of each sub-component, and determining the strength test result of each sub-component according to the deformation amount.
Optionally, the subcomponent of the automotive suspension system comprises a journal; the component sensing assembly includes a first component sensor; the first component sensor includes a first component body mounted below the boss, a first component fixing lever mounted above the boss, and a first component connecting line connected between the first component body and the first component fixing lever; the first component sensor is communicatively coupled to the signal receiver via the first component body.
Optionally, the sub-component of the automotive suspension system comprises a frame; the component sensing assembly includes a third component sensor; the third component sensor includes a third component body and a third component fixing lever both mounted on the frame, and a third component connection line connected between the third component body and the third component fixing lever; the third component sensor is communicatively coupled to the signal receiver via the third component body.
Optionally, the sub-component of the automotive suspension system comprises a steering tie rod; the steering pull rod comprises an outer steering pull rod and an inner steering pull rod which are connected with each other;
the component sensing assembly includes a second component sensor; the second component sensor comprises a second component body mounted on the outer steering linkage, a second component fixing rod mounted on the inner steering linkage, and a second component connecting line connected between the second component body and the second component fixing rod; the second component sensor is communicatively coupled to the signal receiver via the second component body.
Optionally, the vehicle suspension system subcomponent further comprises a suspension; the component sensing assembly further comprises a fourth component sensor; the fourth component sensor includes a fourth component body and a fifth component fixing lever both mounted (mounted by means of screw connection, bonding, or the like) on the suspension, and a fourth component connection line connected (bound, bonded, or the like) between the fourth component body and the fourth component fixing lever; the fourth component sensor is in communication connection with the signal receiver through the fourth component body.
Optionally, the vehicle suspension system subcomponents further include a frame and a swing arm; the component sensing assembly further comprises a fifth component sensor; the fifth component sensor comprises a fifth component body, a fifth component fixing rod and a fifth component connecting line, wherein the fifth component body is mounted on the frame, the fifth component fixing rod is mounted on the swing arm, and the fifth component connecting line is connected between the fifth component body and the fifth component fixing rod; the fifth component sensor is in communicative connection with the signal receiver through the fifth component body.
Optionally, the automotive suspension strength testing device further comprises a mounting bracket for mounting the displacement sensing assembly;
the displacement sensing assembly further comprises a hub sensing assembly connected between the hub replacement and the mounting bracket and communicatively coupled to the signal receiver;
receiving a test starting instruction containing a second quantitative force, controlling the loading force applied by the loading part to the hub substitute part to increase to the second quantitative force and then decrease to zero, and synchronizing second loading information of the loading force of the loading part to the signal receiver;
receiving, by the signal receiver, hub residual displacement information sent by the hub sensing assembly, where the hub residual displacement information is displacement information detected by the hub sensing assembly after the loading force of the loading member is decreased to zero;
receiving a test ending instruction, and generating a hub strength curve of the hub substitute according to the second loading information and the hub residual displacement information, wherein the test ending instruction is generated when the automobile suspension system is damaged or the loading force reaches the upper force application limit of the loading part;
and determining the deformation of the hub according to the hub strength curve, and determining the strength test result of the hub substitute according to the deformation.
Optionally, the hub sensing assembly comprises a first hub sensor and a second hub sensor; the first hub sensor comprises a first hub body mounted on the mounting bracket, a first hub fixing rod mounted at a first connection point on the hub substitute, and a first hub connection line connected between the first hub body and the first hub fixing rod; the first hub sensor is in communication connection with the signal receiver through the first hub body;
the second hub sensor comprises a second hub body mounted on the mounting bracket, a second hub fixing rod mounted at a second connection point on the hub substitute, and a second hub connection line connected between the second hub body and the second hub fixing rod; the second hub sensor is in communication connection with the signal receiver through the second hub body; wherein a line between the first connection point and the second connection point is perpendicular to a horizontal plane;
determining camber of the hub substitute based on the amount of deformation of the hub substitute measured by the first hub sensor and the second hub sensor.
Optionally, the hub sensing assembly further comprises a third hub sensor; the third hub sensor includes a third hub body mounted on the mounting bracket, a third hub securing rod mounted at a third connection point of the hub substitute, and a third hub connection line connected between the third hub body and the third hub securing rod; the third hub sensor is in communication connection with the signal receiver through the third hub body; wherein a line between the second connection point and the third connection point is parallel to a horizontal plane;
determining toe-in of the hub substitute by the deformation amount of the hub substitute measured by the second hub sensor and the third hub sensor.
Optionally, the displacement sensing assembly further comprises a frame sensing assembly mounted between the frame and each of the subcomponents of the automotive suspension system; the frame sensing assembly is in communication connection with the signal receiver;
receiving a test starting instruction, controlling the loading part to load force on the hub substitute part in a mode of increasing the force to a fixed amount and then unloading the force to zero, and outputting loading force information output by the loading part to the signal receiver;
receiving a test starting instruction containing a third quantitative force, controlling the loading force applied by the loading part to the hub substitute part to increase to the third quantitative force and then decrease to zero, and synchronizing third loading information of the loading force of the loading part to the signal receiver;
receiving component sliding information sent by the frame sensing assembly through the signal receiver, wherein the component sliding information is displacement information detected by the component sensing assembly after the loading force of the loading piece is reduced to zero;
receiving a test end command, and generating a second component strength curve of each sub-component according to the third loading information and the component slippage information corresponding to each sub-component, wherein the test end command is generated when the automobile suspension system is damaged or the loading force reaches the upper application limit of the loading piece;
and determining the slippage between each sub-component and the frame according to the second component strength curve of each sub-component, and determining the strength test result of each sub-component according to the slippage.
Optionally, the sub-component of the automotive suspension system comprises a frame; the frame sensing assembly comprises a first frame sensor; the first frame sensor comprises a first frame body mounted on the frame, a first frame fixing rod mounted on the frame, and a first frame connecting line connected between the first frame body and the first frame fixing rod; the first frame sensor is in communicative connection with the signal receiver through the first frame body.
Optionally, the carrier is connected to the hub replacement by a universal joint.
Optionally, the automotive suspension strength testing device further comprises a force sensor installed at the output end of the loading part, and the force sensor is in communication connection with the signal receiver.
According to the invention, the automobile suspension system is arranged on the frame according to the actual installation size, the wheel hub substitute piece simulates the wheel hub of an actual automobile to be arranged on the automobile suspension system, and the loading force is applied to the wheel hub substitute piece through the loading piece, so that the stress condition of the automobile suspension system in the driving process is simulated. The displacement sensing assembly comprises a component sensing assembly mounted in each subcomponent of the automotive suspension system; the component sensing assembly can monitor the amount of deflection of various sub-components of the automotive suspension system. The loading force applied by the loading part to the hub substitute is increased to the first certain amount of force and then decreased to zero, the component sensing assembly detects the residual displacement information of the sub-component after the loading force is decreased to zero and synchronizes the first loading information and the component residual displacement information to the signal receiver, and the signal receiver receives the first loading information and the component residual displacement information and then generates a first component strength curve through subsequent processing, so that according to the first component strength curve, whether each sub-component of the automobile suspension system belongs to an elastic deformation stage or a plastic deformation stage in the test process is judged, and further whether the corresponding sub-component is subjected to elastic deformation or plastic deformation in the automobile suspension strength test can be judged, therefore, whether the sub-component subjected to the strength test can be used for other sub-components after the strength test can be determined under the condition of sufficient evidence The strength test saves the test cost and the installation time. In addition, the automobile suspension strength testing device can trace the failure reason of the sub-components according to the deformation amount of the sub-components or the deformation amount corresponding to the slippage generated between the mutually connected sub-components, namely, the automobile suspension strength testing device can test the automobile suspension system more accurately.
Drawings
The invention is further illustrated with reference to the following figures and examples.
Fig. 1 is a schematic structural diagram of an automotive suspension strength testing apparatus according to an embodiment of the present invention;
FIG. 2 is a schematic partial structural diagram of an automotive suspension strength testing apparatus according to an embodiment of the present invention;
FIG. 3 is a schematic partial structural view of an automotive suspension strength testing apparatus according to another embodiment of the present invention;
FIG. 4 is a schematic partial structural view of an automotive suspension strength testing apparatus according to yet another embodiment of the present invention;
FIG. 5 is a schematic partial structural view of an automotive suspension strength testing apparatus according to still another embodiment of the present invention;
fig. 6 is a schematic structural diagram of a hub sensor of an automotive suspension strength testing apparatus according to an embodiment of the present invention, which is mounted on a hub substitute;
FIG. 7 is a schematic partial structural view of an automotive suspension strength testing apparatus according to yet another embodiment of the present invention;
fig. 8 is a schematic view of a loading curve of a loading force of a loading element of the automotive suspension strength testing apparatus according to an embodiment of the present invention;
fig. 9 is a schematic strength curve diagram of an automotive suspension strength testing apparatus according to an embodiment of the present invention.
The reference numerals in the specification are as follows:
1. a hub replacement; 2. a displacement sensing assembly; 21. a component sensing assembly; 211. a first component sensor; 2111. a first member body; 2112. a first member fixing lever; 2113. a first component connection line; 212. a third component sensor; 2121. a third component body; 2122. a third member fixing lever; 2123. a third component connection line; 213. a second component sensor; 2131. a second component body; 2132. a second member fixing lever; 2133. a second component connection line; 214. a fourth component sensor; 2141. a fourth component body; 2142. a fourth component fixing rod; 2143. a fourth component connection line; 215. a fifth component sensor; 2151. a fifth member body; 2152. a fifth member fixing lever; 2153. a fifth component connection line; 216. a sixth component sensor; 2161. a sixth member body; 2162. a sixth member fixing lever; 2163. a sixth component connection line; 217. a seventh component sensor; 2171. a seventh component body; 2172. a seventh member fixing lever; 2173. a seventh component connection line; 218. an eighth component sensor; 2181. an eighth member body; 2182. an eighth member fixing lever; 2183. an eighth component connection line; 22. a hub sensing assembly; 221. a first hub sensor; 2211. a first hub body; 2212. a first hub securing lever; 2213. a first hub connection line; 222. a second hub sensor; 2221. a second hub body; 2222. a second hub fixing rod; 2223. a second hub connection line; 223. a third hub sensor; 2231. a third hub body; 2232. a third hub securing lever; 2233. a third hub connection line; 23. a frame sensing assembly; 231. a first frame sensor; 2311. a first frame body; 2312. a first frame fixing rod; 2313. a first frame connection line; 3. a signal receiver; 4. a loading member; 41. a force sensor; 42. a universal joint; 5. a frame; 6. mounting a bracket; 10. an automotive suspension system; 101. a shaft coupling; 102. a frame; 103. a steering tie rod; 1031. an outer tie rod for steering; 1032. an inner tie rod; 1033. a steering machine; 104. a suspension; 1041. swinging arms; 1042. a slide column.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.
As shown in fig. 1 and fig. 2, an automotive suspension strength testing apparatus provided by an embodiment of the present invention includes a hub substitute 1, a displacement sensing assembly 2, a signal receiver 3, a loading member 4, and a frame 5 for fixing (by screw installation, etc.) an automotive suspension system 10; the hub substitute 1 is installed at a hub position of the automobile suspension system 10; the loading member 4 is connected (by screw connection or the like) to the hub substitute 1, and the displacement sensing assembly 2 comprises a component sensing assembly 21 mounted on each sub-component of the automotive suspension system 10; the loading part 4 and the component sensing assembly 21 are both in communication connection with the signal receiver 3; it is understood that the suspension form of the automotive suspension system 10 may be a double wishbone suspension, a macpherson suspension, a torsion beam suspension, a multi-link suspension, or may be the entire automotive suspension system 10, a two-in-one automotive suspension system 10, a four-in-one automotive suspension system 10, etc., again without limitation; the automotive suspension system 10 is all components from the wheel end to the body, including all components except the wheel assembly (including the wheel hub), the brake assembly. The hub substitute 1 is connected with the automobile suspension system 10 according to an actual automobile state, so that the stress conditions of a contact point (which is the contact point between the bottom of a wheel and the ground) and a wheel center in the automobile driving process are simulated; in addition, the loading part 4 can be connected with the hub substitute part 1 and respectively apply lateral force, longitudinal force and vertical force to the hub substitute part 1 from three directions of lateral direction, longitudinal direction and vertical direction, so that the technical effect of loading the lateral force, the longitudinal force, the vertical force and the combined force on the hub substitute part 1 is achieved. In addition, the frame 5 is fixedly installed on the ground, and the automobile suspension system 10 is installed on the frame 5 according to the whole installation size requirement of the automobile to which the automobile suspension system 10 belongs. Preferably, the loading member 4 is a force loading servo.
Preferably, the sensors included in the displacement sensing assembly 2 are pull-wire sensors, and each pull-wire sensor includes a pull-wire sensor body, a pull-wire sensor fixing rod, and a sensor pull wire connected between the pull-wire sensor body and the pull-wire sensor fixing rod. It should be understood that, in the present invention, the sensors included in the displacement sensing assembly 2 are not limited to the pull-line sensors, and may be other displacement sensors, such as infrared sensors, ultrasonic sensors, etc. Specifically, the component sensing assembly 21 is generally used for measuring the deformation between two connection points of two sub-components belonging to the automobile suspension system 10, and can also be used for measuring the deformation between two connection points of the same sub-component; the deflection of the various sub-components of the automotive suspension system 10 (including the axle stub 101, strut 1042, frame 102, swing arm 1041, etc.) is monitored.
Receiving a test starting instruction containing a first certain amount of force, controlling the loading force applied by the loading part 4 to the hub substitute part 1 to increase to the first certain amount of force and then decrease to zero (as shown in fig. 8), and synchronizing first loading information of the loading force of the loading part 4 to the signal receiver 3; it can be understood that the first loading information refers to information such as the magnitude of the loading force output by the output end of the loading member, and the first quantitative force is set according to the requirement, and because the elastic limit and the yield limit of each sub-component of the automobile suspension system 10 are different, the first quantitative force can be gradually increased from small to large in the strength test process until the first quantitative force reaches the upper force application limit of the loading member 4 (the first quantitative force is less than or equal to the upper force application limit of the loading member 4); by increasing the first amount of force in a layered addition manner, in the process of detecting the residual displacement information of each sub-component of the automobile suspension system 10 after the loading force is unloaded, the strength test failure of the automobile suspension system 10 due to the fact that the sub-component with the weakest strength of the automobile suspension system 10 is damaged and the deformation of the sub-component from normal to damaged cannot be determined due to the fact that the one-time loading force is too large can be avoided.
Receiving, by the signal receiver 3, component residual displacement information sent by the component sensing assembly 21, where the component residual displacement information is displacement information (displacement information, that is, displacement corresponding to a deformation) detected by the component sensing assembly 21 after the loading force of the loading member 4 decreases to zero;
receiving a test end command, and generating a first component strength curve of each sub-component according to the first loading information and the component residual displacement information corresponding to each sub-component, wherein the test end command is generated when the automobile suspension system 10 is damaged or the loading force reaches the upper limit of the application force of the loading piece 4; it is understood that the loading force output by the loading member 4 is until the loading force reaches the upper limit of the force application of the loading member 4, or until at least one sub-component of the automobile suspension system 10 is broken in a strength test.
And determining the deformation amount of each sub-component according to the first component strength curve of each sub-component, and determining the strength test result of each sub-component according to the deformation amount. It can be understood that, through the processing of the data in the signal receiver 3, a first component strength curve of each sub-component of the automotive suspension system 10, that is, a residual stress-loading force curve of each sub-component, can be generated, and through the strength curve, it can be determined whether each sub-component of the automotive suspension system 10 belongs to an elastic deformation stage or a plastic deformation stage in the test process, and then it is determined whether the corresponding sub-component is elastically deformed or has a plastic deformation step in the strength test of the automotive suspension system 10, and it is further assumed that the sub-component can be further used in the subsequent test.
In the invention, the automobile suspension system 10 is installed on the frame 5 according to an actual installation size, the hub substitute 1 simulates a wheel hub of an actual automobile to be installed on the automobile suspension system 10, and a loading force (the loading force can be force or moment) is applied to the hub substitute 1 through the loading part 4, so that the stress condition of the automobile suspension system 10 in the driving process is simulated. The displacement sensing assembly 2 includes a component sensing assembly 21 mounted in each of the subcomponents of the automotive suspension system 10; the component sensing assembly 21 can monitor the amount of deflection of the various sub-components of the automotive suspension system 10. The loading force applied by the loading part 4 to the hub substitute 1 is increased to the first certain amount of force and then decreased to zero, the component sensing assembly 10 detects the residual displacement information of the sub-components after the loading force is decreased to zero, and synchronizes the first loading information and the component residual displacement information to the signal receiver 3, after the signal receiver 3 receives the first loading information and the component residual displacement information, a first component strength curve can be generated through subsequent processing, so that according to the first component strength curve, whether each sub-component of the automobile suspension system 10 belongs to an elastic deformation stage or a plastic deformation stage in the test process can be judged, and further whether the corresponding sub-component is subjected to elastic deformation or a plastic deformation stage in the strength test of the automobile suspension system 10 is judged, in this way, whether the sub-component after the strength test can be used for other strength tests can be determined under the condition of sufficient evidence, and the test cost and the installation working hour are saved. In addition, the automobile suspension strength testing device can trace the failure reason of the sub-components according to the deformation amount of the sub-components or the deformation amount corresponding to the slippage generated between the mutually connected sub-components, namely, the automobile suspension strength testing device can test the automobile suspension system more accurately.
In one embodiment, as shown in FIG. 3, the subcomponents of the automotive suspension system 10 include a boss 101; the component sensing assembly 21 includes a first component sensor 211; the first component sensor 211 includes a first component body 2111 mounted (mounted by screw connection, adhesion, or the like) below the boss 101, a first component fixing lever 2112 mounted (mounted by screw connection, adhesion, or the like) above the boss 101, and a first component connection line 2113 connected (bound, adhered, or the like) between the first component body 2111 and the first component fixing lever 2112; the first component sensor 211 is communicatively coupled to the signal receiver 3 via the first component body 2111. Preferably, the first component connection line 2113 is perpendicular to a horizontal plane (since the boss 101 is perpendicular to a horizontal plane, the boss 101 is easily deformed in a direction perpendicular to the horizontal plane); it is understood that the amount of deformation of the axle stub 101 in the vertical direction during the strength test of the automotive suspension system 10 can be monitored by the first component sensor 211. Further, the first component sensor 211 may also be mounted at other positions of the axle joint 101 according to test requirements, and is used for monitoring the deformation of the corresponding position of the axle joint 101 in the strength test of the automotive suspension system 10. Therefore, the design of the first component sensor 211 further enhances the traceability of the failure cause in the strength test of the automobile suspension system 10.
In one embodiment, as shown in FIG. 4, the subcomponents of the automotive suspension system 10 include a frame 102; the component sensing assembly 21 includes a third component sensor 212; the third component sensor 212 includes a third component body 2121 and a third component fixing rod 2122 both mounted (mounted by means of screw connection, adhesion, or the like) on the vehicle frame 102, and a third component connection line 2123 connected (bound, adhered, or the like) between the third component body 2121 and the third component fixing rod 2122; the third component sensor 212 is communicatively connected to the signal receiver 3 via the third component body 2121. It will be appreciated that the amount of deformation of the vehicle frame 102 during a strength test of the automotive suspension system 10 can be monitored by the third component sensor 212. Further, the third component sensor 212 may be mounted on a portion of the frame 102 that is easily deformed according to the test requirement, and is used for monitoring the deformation of the portion of the frame 102 corresponding to the strength test of the automotive suspension system 10. Therefore, the design of the third component sensor 212 further enhances the traceability of the failure cause in the strength test of the automobile suspension system 10.
In one embodiment, as shown in FIG. 5, the subcomponents of the automotive suspension system 10 include a steering linkage 103; the tie rod 103 includes an outer tie rod 1031 and an inner tie rod 1032 connected to each other;
the component sensing assembly 21 includes a second component sensor 213; the second member sensor 213 includes a second member body 2131 attached (attached by screwing, bonding, or the like) to the outer tie 1031, a second member fixing lever 2132 attached (attached by screwing, bonding, or the like) to the inner tie 1032, and a second member connecting line 2133 connected (bound, bonded, or the like) between the second member body 2131 and the second member fixing lever 2132; the second component sensor 213 is communicatively connected to the signal receiver 3 via the second component body 2131. Preferably, the second member connecting line 2133 is parallel to the axis of the steering rod 103. It is understood that the second component sensor 213 can monitor the axial deformation of the tie rod 103 during the strength test of the automobile suspension system 10. Further, the second component sensor 213 may also be mounted at another position of the tie rod 103 according to the test requirement, and is used for monitoring the deformation of the corresponding position of the tie rod 103 in the strength test of the automobile suspension system 10. Therefore, the second component sensor 213 is designed to further enhance the traceability of the failure cause in the strength test of the automobile suspension system 10.
In another embodiment, as shown in FIG. 1, the component sensing assembly 21 further comprises a sixth component sensor 216; the sixth component sensor 216 includes a sixth component body 2161 each mounted (mounted by screw connection, adhesion, or the like) on the steering gear 1033 of the steering link 103, a sixth component fixing lever 2162 mounted (mounted by screw connection, adhesion, or the like) on the outer tie rod 1031, and a sixth component connecting line 2163 connected (bound, adhered, or the like) between the sixth component body 2161 and the sixth component fixing lever 2162; the sixth component sensor 216 is communicatively coupled to the signal receiver 3 via the sixth component body 2161. It is understood that the amount of deformation and the amount of slip between the tie-rod 1031 and the steering wheel 1033 in the strength test can be monitored by the sixth component sensor 216. The design of the sixth component sensor 216 further enhances the traceability of the failure cause in the strength test of the automotive suspension system 10.
In one embodiment, as shown in fig. 3 (a swing arm 1041 type automotive suspension system 10 in the form of a non-two-force rod for front and rear suspensions), the automotive suspension system 10 further includes a suspension 104 (which may be a front suspension and a rear suspension, the present embodiment being described with reference to the front suspension as an example); the component sensing assembly 21 includes a fourth component sensor 214; the fourth component sensor 214 includes a fourth component body 2141 and a fourth component fixing rod 2142 both mounted (mounted by means of screwing, bonding, etc.) on the suspension 104, and a fourth component connection line 2143 connected (bound, bonded, etc.) between the fourth component body 2141 and the fourth component fixing rod 2142; the fourth component sensor 214 is connected to the signal receiver 3 through the fourth component body 2141 in communication.
In one embodiment, as shown in fig. 4, the suspension 104 includes a swing arm 1041, the component sensing assembly includes an eighth sensor component 218, the eighth sensor component 218 (mounted by screw connection, bonding, etc.) includes an eighth sensing body 2181 mounted on a first wall of the swing arm 1041, an eighth sensing fixing rod 2182 mounted (mounted by screw connection, bonding, etc.) on a second wall of the swing arm 1041, and an eighth sensing connecting wire 2183 connected (bonded, etc.) between the eighth sensing body 2181 and the eighth sensing fixing rod 2182; the eighth sensor 218 is communicatively connected to the signal receiver 3 via the eighth sensing body 2181. It will be appreciated that the eighth component sensor 218 is used to monitor the amount of deformation between the first buttress and the second buttress during an automotive suspension system 10 strength test. The fourth component body 2141 and the fourth component fixing rod 2142 may be mounted on different positions of the swing arm 1041 according to test requirements. Further, the fourth component sensor 214 may also be mounted at other positions of the swing arm 1041 according to test requirements, and is configured to monitor a deformation amount of a corresponding position of the swing arm 1041 in a strength test of the automotive suspension system 10. Therefore, the fourth component sensor 214 is designed to further enhance the traceability of the failure cause in the strength test of the automobile suspension system 10.
In another embodiment, as shown in fig. 3, the suspension 1041 comprises a sliding column 1042, the component sensing assembly comprises a seventh component sensor 217, the seventh component sensor 217 comprises a seventh component body 2171 mounted (mounted by screwing, bonding, etc.) above the sliding column 1042, a seventh component fixing rod 2172 mounted (mounted by screwing, bonding, etc.) below the sliding column 1042, and a seventh component connecting wire 2173 fixed to the seventh component body 2171 and the seventh component fixing rod 2172; said seventh member sensor 217 is in communicative connection with said signal receiver 3 through said seventh member body 2171. At this point. Preferably, in this embodiment, the seventh member connection line 2173 is perpendicular to the horizontal plane; it is understood that the amount of deformation of the strut 1042 in the vertical direction during the strength test of the vehicle suspension system 10 can be monitored by the seventh member sensor 217.
In one embodiment, as shown in FIG. 5, the vehicle suspension subcomponents further include a frame 104 and a swing arm 1041; the component sensing assembly 21 further includes a fifth component sensor 215; the fifth component sensor 215 includes a fifth component body 2151 mounted (mounted by means of screw, bonding, or the like) on the vehicle frame 104, a fifth component fixing lever 2152 mounted (mounted by means of screw, bonding, or the like) on the swing arm 1041, and a fifth component connecting line 2153 connected (bound, bonded, or the like) between the fifth component body 2151 and the fifth component fixing lever 2152; the fifth component sensor 215 is communicatively coupled to the signal receiver 3 via the fifth component body 2151. It is appreciated that the amount of deformation and slippage between the swing arm 1041 and the vehicle frame 104 during the strength test can be monitored by the fifth component sensor 215. Therefore, the design of the fifth component sensor 215 further enhances the traceability of the failure cause in the strength test of the automobile suspension system 10.
In one embodiment, as shown in fig. 1 and 2, the automotive suspension strength testing apparatus further comprises a mounting bracket 6 for mounting the displacement sensing assembly 2; it is understood that the sensor mounting bracket 6 may be designed in different structural forms according to actual requirements, and one or more sensor mounting brackets may also be provided.
The displacement sensing assembly 2 further comprises a hub sensing assembly 22 connected between the hub replacement 1 and the mounting bracket 6 and communicatively connected to the signal receiver 3; it will be appreciated that the hub sensing assembly 22 is mounted at different locations of the hub alternative 1 for detecting the amount of deformation or slippage of the corresponding mounting location of the hub alternative 1.
Receiving a test starting instruction containing a second quantitative force, controlling the loading force applied by the loading part 4 to the hub substitute part 1 to increase to the second quantitative force and then decrease to zero, and synchronizing second loading information of the loading force of the loading part 4 to the signal receiver 3; it can be understood that the second loading information is information of the loading force output by the output end of the loading member corresponding to the deformation of the wheel hub substitute 1 in the automobile suspension strength test, and the second quantitative force may be the same as or different from the first quantitative force, and the loading manner of the second quantitative force is the same as that of the first quantitative force, and is not described herein again.
Receiving, by the signal receiver 3, hub residual displacement information sent by the hub sensing assembly 22, where the hub residual displacement information is displacement information detected by the hub sensing assembly 22 after the loading force of the loading member 4 decreases to zero;
receiving a test ending instruction, and generating a hub strength curve of the hub substitute 1 according to the second loading information and the hub residual displacement information, wherein the test ending instruction is generated when the automobile suspension system 10 is damaged or the loading force reaches the force application upper limit of the loading part 4;
and determining the deformation of the hub according to the hub strength curve, and determining the strength test result of the hub substitute 1 according to the deformation. It will be appreciated that the hub sensing assembly 22 is mounted between the hub substitute 1 and the ground, the primary purpose being to monitor changes in toe-in and camber of the hub substitute 1 and in displacement of the hub (where the hub substitute 1 simulates the centre of a wheel). Further, according to the difference of the installation positions of the hub sensing assemblies 22, the displacement amount of the hub substitute 1 at different positions can be monitored, so that the deformation amount of different parts of the automobile hub in the suspension strength test can be reflected. Through wheel hub sensing subassembly 22, can be more accurate reflection automobile suspension system 10 intensity experiment, the automobile wheel's variation to make the test result more accurate.
In one embodiment, as shown in fig. 2 and 6, the hub sensing assembly 22 includes a first hub sensor 221 and a second hub sensor 222; the first hub sensor 221 includes a first hub body 2211 mounted (mounted by means of screwing, bonding, etc.) on the mounting bracket 6, a first hub fixing rod 2212 mounted (mounted by means of screwing, bonding, etc.) at a first connection point on the hub substitute 1, and a first hub connection line 2213 connected (bonded, glued, etc.) between the first hub body 2211 and the first hub fixing rod 2212; the first hub sensor 221 is in communication with the signal receiver 3 through the first hub body 2211;
the second hub sensor 222 includes a second hub body 2221 mounted (mounted by means of screw connection, bonding, etc.) on the mounting bracket 6, a second hub fixing rod 2222 mounted (mounted by means of screw connection, bonding, etc.) at a second connection point on the hub substitute 1, and a second hub connection line 2223 connected (bound, glued, etc.) between the second hub body 2221 and the second hub fixing rod 2222; the second hub sensor 222 is in communication connection with the signal receiver 3 through the second hub body 2221; wherein a line between the first connection point and the second connection point is perpendicular to a horizontal plane; it is understood that the first connection point and the second connection point may be different parts of the wheel hub replacement 1, and it is only necessary that a line between a projection of the first connection point on the lateral plane of the vehicle and a projection of the second connection point on the lateral plane of the vehicle is perpendicular to a horizontal plane.
The camber of the hub substitute 1 (camber is the angle at which the vehicle wheel is tilted toward the outside of the wheel, i.e., the vehicle wheel is not perpendicular to the horizontal plane) is determined from the deformation amounts of the hub substitute 1 measured by the first hub sensor 221 and the second hub sensor 222. It is understood that the first hub position sensor and the second hub position sensor are used for monitoring the deformation amount of the hub substitute 1 along the lateral direction of the automobile, and the camber of the hub substitute 1 (i.e. the automobile wheel) can be obtained through comparing the data detected by the first hub position sensor and the data detected by the second hub position sensor; and then, by combining the change of the force at the output end of the loading part 4 detected by the force sensor 41, the change of the camber of the automobile wheel in the strength test process of the automobile suspension system 10 can be accurately obtained, and accurate test data can be provided for the automobile design stage.
In one embodiment, as shown in fig. 2 and 6, the hub sensing assembly 22 further includes a third hub sensor 223; the third hub sensor 223 includes a third hub body 2231 mounted (by screwing, bonding, etc.) on the mounting bracket 6, a third hub fixing rod 2232 mounted (by screwing, bonding, etc.) at a third connection point of the hub substitute 1, and a third hub connection line 2233 connected (bound, glued, etc.) between the third hub body 2231 and the third hub fixing rod 2232; the third hub sensor 223 is communicatively connected to the signal receiver 3 through the third hub body 2231; wherein a line between the second connection point and the third connection point is parallel to a horizontal plane; it is understood that the second connection point and the third connection point may be different locations of the wheel hub replacement 1, as long as a line connecting a projection of the second connection point onto a lateral plane of the vehicle and a projection of the third connection point onto the lateral plane of the vehicle is parallel to a horizontal plane.
The toe-in of the hub substitute 1 is determined by the deformation of the hub substitute 1 measured by the second hub sensor 222 and the third hub sensor 223 (the toe-in is a plane on which two front wheels or two rear wheels of the automobile roll, and is not perpendicular to the horizontal plane, that is, the distance between two coaxial wheels of the automobile is large at the front end and small at the rear end). It is understood that the third hub position sensor monitors the deformation of the hub substitute 1 along the lateral direction of the automobile, and the toe-in of the hub substitute 1 (i.e. the automobile wheel) can be obtained by comparing the data detected by the second hub position sensor with the data detected by the third hub position sensor; and then, by combining the change of the force at the output end of the loading part 4 detected by the force sensor 41, the change of the toe-in of the automobile wheel in the strength test process of the automobile suspension system 10 can be accurately obtained, and accurate test data is provided for the automobile design stage.
In one embodiment, as shown in FIGS. 1 and 2, the displacement sensing assembly 2 further comprises a frame 5, a frame 5 sensing assembly 23 mounted between the frame 5 and the subcomponents of the automotive suspension system 10; the frame 5, the frame 5 and the sensing assembly 23 are in communication connection with the signal receiver 3; it will be appreciated that the frame 5 frame sensing assembly 23 can be mounted on different sub-components of the vehicle suspension system 10 and at different locations on the frame 5, depending on experimental requirements. And the frame sensing assembly 23 is installed between the frame 5 and the automobile suspension system 10, so as to monitor the slippage and deformation between each sub-component of the automobile suspension system 10 and the frame 5, thereby improving the accuracy of the test result of the automobile suspension strength test device.
Receiving a test starting instruction, controlling the loading part 4 to load force on the hub substitute part 1 in a mode of increasing the force to a fixed amount and then unloading to zero, and outputting loading force information output by the loading part 4 to the signal receiver 3;
receiving a test starting instruction containing a third quantitative force, controlling the loading force applied by the loading part 4 to the hub substitute part 1 to increase to the third quantitative force and then decrease to zero (as shown in fig. 8), and synchronizing third loading information of the loading force of the loading part 4 to the signal receiver 3; it can be understood that the third quantitative force may be the same as the first quantitative force or different from the first quantitative force, and the loading manner of the third quantitative force is the same as the loading manner of the first quantitative force, which is not described herein again.
Receiving component sliding information sent by the frame sensing assembly 23 through the signal receiver 3, wherein the component sliding information is displacement information detected by the component sensing assembly 21 after the loading force of the loading member 4 is decreased to zero;
receiving a test end command, and generating a second component strength curve (as shown in fig. 9) of each sub-component according to the third loading information and the component slippage information corresponding to the sub-component, wherein the test end command is generated when the automotive suspension system 10 is damaged or the loading force reaches the upper limit of the application force of the loading part 4; it is understood that the third loading information is the loading force information output by the output end of the loading member 4 when slippage occurs between the sub-component and the frame of the automobile suspension system 10 in the automobile suspension strength test.
And determining the deformation amount of each sub-component according to the second component strength curve of each sub-component, and determining the strength test result of each sub-component according to the deformation amount. It will be appreciated that the frame sensing assembly 23 is mounted between the sub-components of the vehicle suspension system 10 and the frame 5 in order to monitor the amount of slippage and deformation between the sub-components of the vehicle suspension system 10 and the frame 5, thereby improving the accuracy of the test results of the vehicle suspension strength testing apparatus.
In one embodiment, as shown in FIG. 7, the subcomponents of the automotive suspension system 10 include a frame 102; the frame sensing assembly 23 includes a first frame sensor 231; the first frame sensor 231 includes a first frame body 2311 mounted (mounted by means of screw coupling, bonding, etc.) on the frame 5, a first frame fixing rod 2312 mounted (mounted by means of screw coupling, bonding, etc.) on the carriage 102, and a first frame connecting line 2313 connected (bound, glued, etc.) between the first frame body 2311 and the first frame fixing rod 2312; the first frame sensor 231 is communicatively connected to the signal receiver 3 through the first frame body 2311. It will be appreciated that the amount of deformation and slippage between the carriage 102 and the frame 5 may be monitored by the first frame sensor 231. Further, the first frame sensor 231 can be mounted on other parts of the frame 102 according to the test requirement, and is used for monitoring the deformation of the corresponding part of the frame 102 in the strength test of the automobile suspension system 10. Therefore, the design of the first frame sensor 231 further enhances the traceability of the failure cause in the strength test of the automobile suspension system 10.
In one embodiment, as shown in fig. 1, the loading member 4 is connected to the hub replacement member 1 by a universal joint 42. It will be appreciated that since the loading member 4 can be connected to the hub substitute 1 in different orientations and apply forces in different directions thereto (the loading member 4 can load the hub substitute 1 with lateral, longitudinal and vertical forces), the hub substitute 1 cannot be restricted in its degrees of freedom by the loading member 4, and the loading member 4 is connected to the hub substitute 1 via the universal joint 42, which achieves the technical effect of not restricting the degrees of freedom of the hub substitute 1. In the present invention, the loading element 4 and the hub substitute 1 may be connected by a mechanism other than a universal joint as long as the strength test can be performed without limiting the degree of freedom of the hub substitute 1.
In one embodiment, as shown in fig. 1, the automotive suspension strength testing device further comprises a force sensor 41 installed at the output end of the loading member 4, and the force sensor 41 is connected with the signal receiver 3 in a communication mode. As can be understood, the force sensor 41 detects the magnitude of the loading force at the output end of the loading member 4, and synchronizes the loading force information output by the loading member 4 (including the first loading force information output by the loading member 4 corresponding to the component sensing assembly 21, the second loading force information output by the loading member 4 corresponding to the hub sensing assembly 21, and the third loading force information output by the loading member 4 corresponding to the frame sensing assembly 21) to the signal receiver 3, so that the readability of the experimental data of the strength testing device of the automotive suspension system 10 is enhanced through the design of the force sensor 41.
It is to be understood that the mounting positions of the sensor bodies and the sensor fixing rods described above may be exchanged. In addition, as shown in fig. 8, the loading members 4 are loaded to the first quantitative force, the second quantitative force and the third quantitative force in a layered addition manner, and synchronize the loading force information to the signal receiver; the component sensing assembly 21, the hub sensing assembly 22 and the frame sensing assembly 23 synchronize the detected information (including deformation and slippage) to the signal receiver 4; then, the synchronous data received by the signal receiver 4 are processed subsequently, so that a first component strength curve, a second component strength curve and a hub strength curve can be obtained and derived, and accurate test data for analyzing component failure in an automobile suspension strength test can be obtained according to the derived strength curves; wherein, the curves can be the residual displacement-loading force curve. As shown in fig. 9, the first strength curve is taken as an example, and it can be determined whether the corresponding sub-component belongs to the elastic deformation stage or the plastic deformation stage under the corresponding loading force.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (11)
1. The automotive suspension strength testing device is characterized by comprising a hub substitute, a displacement sensing assembly, a signal receiver, a loading piece and a frame for fixing an automotive suspension system; the hub substitute is installed at the hub position of the automobile suspension system; the loading part is connected with the hub substitute part, and the displacement sensing assembly comprises a component sensing assembly arranged on each subcomponent of the automobile suspension system; the loading piece and the component sensing assembly are both in communication connection with the signal receiver;
receiving a test starting instruction containing a first certain amount of force, controlling the loading force applied by the loading part to the hub substitute part to increase to the first certain amount of force and then decrease to zero, and synchronizing first loading information of the loading force of the loading part to the signal receiver;
receiving component residual displacement information sent by the component sensing assembly through the signal receiver, wherein the component residual displacement information is displacement information detected by the component sensing assembly after the loading force of the loading piece is reduced to zero;
receiving a test end command, and generating a first component strength curve of each sub-component according to the first loading information and the component residual displacement information corresponding to each sub-component, wherein the test end command is generated when the automobile suspension system is damaged or the loading force reaches the upper limit of the application force of the loading piece;
and determining the deformation amount of each sub-component according to the first component strength curve of each sub-component, and determining the strength test result of each sub-component according to the deformation amount of each sub-component.
2. The automotive suspension strength testing apparatus of claim 1, wherein the sub-components of the automotive suspension system comprise a hub; the component sensing assembly includes a first component sensor; the first component sensor includes a first component body mounted below the boss, a first component fixing lever mounted above the boss, and a first component connecting line connected between the first component body and the first component fixing lever; the first component sensor is communicatively coupled to the signal receiver via the first component body.
3. The automotive suspension strength testing apparatus of claim 1, wherein the automotive suspension system sub-component comprises a steering tie rod; the steering pull rod comprises an outer steering pull rod and an inner steering pull rod which are connected with each other;
the component sensing assembly includes a second component sensor; the second component sensor comprises a second component body mounted on the outer steering linkage, a second component fixing rod mounted on the inner steering linkage, and a second component connecting line connected between the second component body and the second component fixing rod; the second component sensor is communicatively coupled to the signal receiver via the second component body.
4. The automotive suspension strength testing apparatus of claim 1, wherein the sub-components of the automotive suspension system include a frame; the component sensing assembly includes a third component sensor; the third component sensor includes a third component body and a third component fixing lever both mounted on the frame, and a third component connection line connected between the third component body and the third component fixing lever; the third component sensor is in communication connection with the signal receiver through the third component body; and/or
The vehicle suspension system subcomponent further includes a suspension; the component sensing assembly further comprises a fourth component sensor; the fourth component sensor includes a fourth component body and a fourth component fixing lever both mounted on the suspension, and a fourth component connection line connected between the fourth component body and the fourth component fixing lever; the fourth component sensor is in communication connection with the signal receiver through the fourth component body; and/or
Subcomponents of the automotive suspension system further include a frame and a swing arm; the component sensing assembly further comprises a fifth component sensor; the fifth component sensor comprises a fifth component body, a fifth component fixing rod and a fifth component connecting line, wherein the fifth component body is mounted on the frame, the fifth component fixing rod is mounted on the swing arm, and the fifth component connecting line is connected between the fifth component body and the fifth component fixing rod; the fifth component sensor is in communicative connection with the signal receiver through the fifth component body.
5. The automotive suspension strength testing apparatus according to claim 1, further comprising a mounting bracket for mounting the displacement sensing assembly;
the displacement sensing assembly further comprises a hub sensing assembly connected between the hub replacement and the mounting bracket and communicatively coupled to the signal receiver;
receiving a test starting instruction containing a second quantitative force, controlling the loading force applied by the loading part to the hub substitute part to increase to the second quantitative force and then decrease to zero, and synchronizing second loading information of the loading force of the loading part to the signal receiver;
receiving, by the signal receiver, hub residual displacement information sent by the hub sensing assembly, where the hub residual displacement information is displacement information detected by the hub sensing assembly after the loading force of the loading member is decreased to zero;
receiving a test ending instruction, and generating a hub strength curve of the hub substitute according to the second loading information and the hub residual displacement information, wherein the test ending instruction is generated when the automobile suspension system is damaged or the loading force reaches the upper force application limit of the loading part;
and determining the deformation of the hub according to the hub strength curve, and determining the strength test result of the hub substitute according to the deformation of the hub.
6. The automotive suspension strength testing apparatus of claim 5, wherein the hub sensing assembly comprises a first hub sensor and a second hub sensor; the first hub sensor comprises a first hub body mounted on the mounting bracket, a first hub fixing rod mounted at a first connection point on the hub substitute, and a first hub connection line connected between the first hub body and the first hub fixing rod; the first hub sensor is in communication connection with the signal receiver through the first hub body;
the second hub sensor comprises a second hub body mounted on the mounting bracket, a second hub fixing rod mounted at a second connection point on the hub substitute, and a second hub connection line connected between the second hub body and the second hub fixing rod; the second hub sensor is in communication connection with the signal receiver through the second hub body; wherein a line between the first connection point and the second connection point is perpendicular to a horizontal plane;
determining camber of the hub substitute based on the amount of deformation of the hub substitute measured by the first hub sensor and the second hub sensor.
7. The automotive suspension strength testing apparatus of claim 6, wherein the hub sensing assembly further comprises a third hub sensor; the third hub sensor includes a third hub body mounted on the mounting bracket, a third hub securing rod mounted at a third connection point of the hub substitute, and a third hub connection line connected between the third hub body and the third hub securing rod; the third hub sensor is in communication connection with the signal receiver through the third hub body; wherein a line between the second connection point and the third connection point is parallel to a horizontal plane;
determining toe-in of the hub substitute by the deformation amount of the hub substitute measured by the second hub sensor and the third hub sensor.
8. The automotive suspension strength testing apparatus of claim 1, wherein said displacement sensing assembly further comprises a frame sensing assembly mounted between said frame and each of the subcomponents of said automotive suspension system; the frame sensing assembly is in communication connection with the signal receiver;
receiving a test starting instruction, controlling the loading part to load force on the hub substitute part in a mode of increasing the force to a fixed amount and then unloading the force to zero, and outputting loading force information output by the loading part to the signal receiver;
receiving a test starting instruction containing a third quantitative force, controlling the loading force applied by the loading part to the hub substitute part to increase to the third quantitative force and then decrease to zero, and synchronizing third loading information of the loading force of the loading part to the signal receiver;
receiving component sliding information sent by the frame sensing assembly through the signal receiver, wherein the component sliding information is displacement information detected by the component sensing assembly after the loading force of the loading piece is reduced to zero;
receiving a test end command, and generating a second component strength curve of each sub-component according to the third loading information and the component slippage information corresponding to each sub-component, wherein the test end command is generated when the automobile suspension system is damaged or the loading force reaches the upper application limit of the loading piece;
and determining the slippage between each sub-component and the frame according to the second component strength curve of each sub-component, and determining the strength test result of each sub-component according to the slippage.
9. The automotive suspension strength testing apparatus of claim 8, wherein the sub-components of the automotive suspension system include a frame; the frame sensing assembly comprises a first frame sensor; the first frame sensor comprises a first frame body mounted on the frame, a first frame fixing rod mounted on the frame, and a first frame connecting line connected between the first frame body and the first frame fixing rod; the first frame sensor is in communicative connection with the signal receiver through the first frame body.
10. The automotive suspension strength testing apparatus of claim 1, wherein the loading member is connected to the hub replacement member by a universal joint.
11. The automotive suspension strength testing device of claim 1, further comprising a force sensor mounted at an output end of the loading member, the force sensor being in communication with the signal receiver.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010295849.1A CN113532890B (en) | 2020-04-15 | 2020-04-15 | A vehicle suspension strength test device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010295849.1A CN113532890B (en) | 2020-04-15 | 2020-04-15 | A vehicle suspension strength test device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113532890A true CN113532890A (en) | 2021-10-22 |
| CN113532890B CN113532890B (en) | 2024-10-11 |
Family
ID=78120123
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010295849.1A Active CN113532890B (en) | 2020-04-15 | 2020-04-15 | A vehicle suspension strength test device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113532890B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114323675A (en) * | 2021-12-08 | 2022-04-12 | 东风汽车集团股份有限公司 | Auxiliary frame endurance bench test device and method |
| CN116788393A (en) * | 2023-06-15 | 2023-09-22 | 岚图汽车科技有限公司 | Camber angle adjusting system of rear suspension |
| CN116929689A (en) * | 2023-09-18 | 2023-10-24 | 扬州东升汽车零部件股份有限公司 | Fatigue testing device for cab suspension system |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202368295U (en) * | 2011-11-17 | 2012-08-08 | 北汽福田汽车股份有限公司 | Balanced rear suspension system and mining dump truck |
| CN102829981A (en) * | 2012-08-31 | 2012-12-19 | 同济汽车设计研究院有限公司 | Detection platform for strength of protective device at rear lower part of automobile/trailer and detecting method thereof |
| CN103175696A (en) * | 2013-01-21 | 2013-06-26 | 山东交通学院 | Automobile offset frequency testing apparatus |
| CN203069386U (en) * | 2013-01-15 | 2013-07-17 | 同济大学 | Double wishbone suspension wheel location parameter measuring apparatus |
| CN103954459A (en) * | 2014-04-29 | 2014-07-30 | 天津博信汽车零部件有限公司 | Automotive suspension test bed |
| CN203965161U (en) * | 2014-07-17 | 2014-11-26 | 广州汽车集团股份有限公司 | Automotive suspension strength test bed frame |
| CN105403416A (en) * | 2014-07-17 | 2016-03-16 | 广州汽车集团股份有限公司 | Automotive suspension intensity test bed |
| CN107292013A (en) * | 2017-06-14 | 2017-10-24 | 北京新能源汽车股份有限公司 | Method and device for testing strength of suspension system |
| CN110455559A (en) * | 2019-08-12 | 2019-11-15 | 宁波橡树汽车零部件有限公司 | A kind of suspension intensity detecting device of suitable In-wheel motor driving |
| CN110779744A (en) * | 2019-11-26 | 2020-02-11 | 宝鸡中车时代工程机械有限公司 | Mounting tooling for static strength test of rail car suspension seat |
-
2020
- 2020-04-15 CN CN202010295849.1A patent/CN113532890B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202368295U (en) * | 2011-11-17 | 2012-08-08 | 北汽福田汽车股份有限公司 | Balanced rear suspension system and mining dump truck |
| CN102829981A (en) * | 2012-08-31 | 2012-12-19 | 同济汽车设计研究院有限公司 | Detection platform for strength of protective device at rear lower part of automobile/trailer and detecting method thereof |
| CN203069386U (en) * | 2013-01-15 | 2013-07-17 | 同济大学 | Double wishbone suspension wheel location parameter measuring apparatus |
| CN103175696A (en) * | 2013-01-21 | 2013-06-26 | 山东交通学院 | Automobile offset frequency testing apparatus |
| CN103954459A (en) * | 2014-04-29 | 2014-07-30 | 天津博信汽车零部件有限公司 | Automotive suspension test bed |
| CN203965161U (en) * | 2014-07-17 | 2014-11-26 | 广州汽车集团股份有限公司 | Automotive suspension strength test bed frame |
| CN105403416A (en) * | 2014-07-17 | 2016-03-16 | 广州汽车集团股份有限公司 | Automotive suspension intensity test bed |
| CN107292013A (en) * | 2017-06-14 | 2017-10-24 | 北京新能源汽车股份有限公司 | Method and device for testing strength of suspension system |
| CN110455559A (en) * | 2019-08-12 | 2019-11-15 | 宁波橡树汽车零部件有限公司 | A kind of suspension intensity detecting device of suitable In-wheel motor driving |
| CN110779744A (en) * | 2019-11-26 | 2020-02-11 | 宝鸡中车时代工程机械有限公司 | Mounting tooling for static strength test of rail car suspension seat |
Non-Patent Citations (1)
| Title |
|---|
| 刘兴洲: "《飞航导弹动力装置 上》", vol. 1, 31 December 1992, 宇航出版社, pages: 462 - 464 * |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114323675A (en) * | 2021-12-08 | 2022-04-12 | 东风汽车集团股份有限公司 | Auxiliary frame endurance bench test device and method |
| CN116788393A (en) * | 2023-06-15 | 2023-09-22 | 岚图汽车科技有限公司 | Camber angle adjusting system of rear suspension |
| CN116929689A (en) * | 2023-09-18 | 2023-10-24 | 扬州东升汽车零部件股份有限公司 | Fatigue testing device for cab suspension system |
| CN116929689B (en) * | 2023-09-18 | 2023-12-05 | 扬州东升汽车零部件股份有限公司 | Fatigue testing device for cab suspension system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113532890B (en) | 2024-10-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113532890A (en) | A vehicle suspension strength test device | |
| KR940001480B1 (en) | Elastic connection between at least two rigid parts | |
| EP3720742B1 (en) | System for determining a wheel-rail adhesion value for a railway vehicle and the corresponding method thereof | |
| CN104142202B (en) | Lining divides force checking device | |
| JP5485034B2 (en) | Axle 6-force meter angle detector support mechanism | |
| CN104142199B (en) | Lining divides force checking device | |
| JP5514294B2 (en) | Method of obtaining wheel grip coefficient by simultaneous clamping | |
| CN117580738A (en) | Method for determining braking force at vehicle | |
| US7192041B2 (en) | Suspension stop instrumented under deformation in order to measure forces | |
| CN107229785A (en) | A kind of commercial car steeraxle, vehicle frame and connector dynamics simulation device | |
| US20100063678A1 (en) | Motion control sensor system for a moving unit and motion control system | |
| KR20190108950A (en) | Detecting apparatus for coupled torsion beam axle | |
| CN102300760A (en) | Fault detection system and method | |
| EP4103414B1 (en) | Hub carrier comprising force and/or moment sensors | |
| CN113218671B (en) | Calibration vehicle for calibrating test bed and calibration method of test bed | |
| CN110418939B (en) | Overload detection in chassis components | |
| JP2002098600A (en) | Bearing and interface comprising at least one elastically deformable region, and brake assembly | |
| WO2016072843A1 (en) | Wheel suspension, method for determining a mechanical quantity in a wheel suspension, and vehicle comprising such a wheel suspension | |
| CN206399660U (en) | A kind of polyaxial load testing machine of axle head | |
| KR20210084160A (en) | Test device for vehicle knuckle | |
| JPH07117668A (en) | Vehicle longitudinal force detector | |
| CN217237215U (en) | Knuckle loading decoupling tooling | |
| US20090049929A1 (en) | Tire receiving force sensing apparatus | |
| WO2007021856A3 (en) | Load sensing wheel support knuckle assembly and method for use | |
| CN219178790U (en) | Device for testing stable contact force between brake block and support of automobile disc brake |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |