CN113532890B - A vehicle suspension strength test device - Google Patents

Abstract

The invention belongs to the technical field of automobile tests, and particularly relates to an automobile suspension strength test device. The automobile suspension strength test device comprises a hub substitute, a displacement sensing assembly, a signal receiver, a loading piece and a frame for fixing an automobile suspension; the hub replacement is mounted at a hub location of the automotive suspension; the loading piece is connected with the hub substitute, and the displacement sensing assembly comprises a component sensing assembly which is arranged on each sub-component of the automobile suspension; the loader and the component sensing assembly are both communicatively coupled to the signal receiver. The automobile suspension strength test device can monitor the deformation of each sub-component of an automobile suspension system and trace the failure reason of the sub-component, so that the automobile suspension strength test is more accurate.

Description

A vehicle suspension strength test device

Technical Field

The invention belongs to the technical field of automobile testing, and in particular relates to an automobile suspension strength testing device.

Background Art

As an important part of the car, the automobile suspension system is mainly composed of shock absorbers, front and rear suspensions, frames, swing arms, etc. It mainly plays the role of transmitting the force and torque between the wheels and the body, and reducing the vibration of the body. As the car ages, the shock absorbers, swing arms and other structural parts in the automobile suspension system may suffer from fatigue fracture; and when the car encounters emergency braking, high-speed turning and other working conditions, the shock absorbers, swing arms and other structural parts in the automobile suspension system may also break due to insufficient strength. Therefore, the strength of the automobile suspension system will affect the safety performance of the car when driving, so it is of great significance to conduct strength tests on the automobile suspension system.

In the prior art, when conducting strength tests on components in the automobile suspension system, visual inspection is usually used to determine the status of individual components, and there is no quantitative data to prove whether the slight deformation of the components or the slippage between the interconnected components is qualified. Therefore, the following shortcomings exist in the prior art when conducting strength tests on automobile suspension strength: first, when the loaded force causes the automobile suspension system to exceed the elastic limit or even to be damaged, it is impossible to actually track the specific components of the automobile suspension system that have failed; second, when the residual displacement of the load is large, it is impossible to determine whether it is caused by plastic deformation of the components, slippage between the interconnected parts, or hysteresis of the rubber or friction of the ball head; and after the test is completed, it is impossible to determine whether the components involved in the test can be used for other tests.

Summary of the invention

The invention solves the problem that the automobile suspension strength test device in the prior art cannot quantify the slight deformation of components in the automobile suspension system or the slippage between interconnected components, and provides an automobile suspension strength test device.

In view of the above problems, an embodiment of the present invention provides an automobile suspension strength test device, comprising a hub substitute, a displacement sensing assembly, a signal receiver, a loading member, and a frame for fixing an automobile suspension system; the hub substitute is installed at the hub position of the automobile suspension system; the loading member is connected to the hub substitute, the displacement sensing assembly comprises a component sensing assembly installed on each sub-assembly of the automobile suspension system; the loading member and the component sensing assembly are both communicatively connected to the signal receiver;

receiving a test start instruction including a first quantitative force, controlling the loading force applied by the loading component to the hub substitute component to first increase to the first quantitative force and then decrease to zero, and synchronizing the first loading information of the loading force of the loading component to the signal receiver;

Receiving, by the signal receiver, component residual displacement information sent by the component sensing assembly, wherein the component residual displacement information refers to displacement information detected by the component sensing assembly after the loading force of the loading member decreases to zero;

receiving a test end instruction, and generating a first component strength curve of the subcomponent according to the first loading information and the component residual displacement information corresponding to each subcomponent, wherein the test end instruction is generated when the vehicle suspension system is damaged or the loading force reaches the upper limit of the loading component;

The deformation amount of each subcomponent is determined according to the first component strength curve of each subcomponent, and the strength test result of each subcomponent is determined according to the deformation amount.

Optionally, the sub-component of the automobile suspension system includes a shaft joint; the component sensing assembly includes a first component sensor; the first component sensor includes a first component body installed below the shaft joint, a first component fixing rod installed above the shaft joint, and a first component connecting line connected between the first component body and the first component fixing rod; the first component sensor is communicatively connected to the signal receiver through the first component body.

Optionally, the subcomponent of the automobile suspension system includes 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 rod both mounted on the frame, and a third component connecting line connected between the third component body and the third component fixing rod; the third component sensor is communicatively connected to the signal receiver through the third component body.

Optionally, the subcomponent of the automobile suspension system includes a steering tie rod; the steering tie rod includes an outer steering tie rod and an inner steering tie rod connected to each other;

The component sensing assembly includes a second component sensor; the second component sensor includes a second component body installed on the steering outer tie rod, a second component fixing rod installed on the steering inner tie rod, and a second component connecting line connected between the second component body and the second component fixing rod; the second component sensor is communicatively connected to the signal receiver through the second component body.

Optionally, the sub-component of the automobile suspension system also includes a suspension; the component sensing assembly also includes a fourth component sensor; the fourth component sensor includes a fourth component body and a fifth component fixing rod both installed (installed by screw connection, bonding, etc.) on the suspension, and a fourth component connecting line connected (tied, bonded, etc.) between the fourth component body and the fourth component fixing rod; the fourth component sensor is communicatively connected to the signal receiver via the fourth component body.

Optionally, the sub-components of the automobile suspension system also include a frame and a swing arm; the component sensing assembly also includes a fifth component sensor; the fifth component sensor includes a fifth component body installed on the frame, a fifth component fixing rod installed on the swing arm, and a fifth component connecting line connected between the fifth component body and the fifth component fixing rod; the fifth component sensor is communicatively connected to the signal receiver through the fifth component body.

Optionally, the automobile suspension strength testing device further comprises a mounting bracket for mounting the displacement sensing assembly;

The displacement sensing assembly further includes a hub sensing assembly connected between the hub substitute and the mounting bracket and in communication with the signal receiver;

receiving a test start instruction including a second quantitative force, controlling the loading force applied by the loading component to the hub substitute component to first increase to the second quantitative force and then decrease to zero, and synchronizing the second loading information of the loading force of the loading component to the signal receiver;

Receiving the wheel hub residual displacement information sent by the wheel hub sensor assembly through the signal receiver, wherein the wheel hub residual displacement information refers to the displacement information detected by the wheel hub sensor assembly after the loading force of the loading member decreases to zero;

receiving a test end 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 end instruction is generated when the vehicle suspension system is damaged or the loading force reaches the upper limit of the loading component;

The deformation of the wheel hub is determined according to the wheel hub strength curve, and the strength test result of the wheel hub replacement is determined according to the deformation.

Optionally, the wheel hub sensor assembly includes a first wheel hub sensor and a second wheel hub sensor; the first wheel hub sensor includes a first wheel hub body mounted on the mounting bracket, a first wheel hub fixing rod mounted at a first connection point on the wheel hub substitute, and a first wheel hub connecting line connected between the first wheel hub body and the first wheel hub fixing rod; the first wheel hub sensor is communicatively connected to the signal receiver through the first wheel hub body;

The second wheel hub sensor comprises a second wheel hub body mounted on the mounting bracket, a second wheel hub fixing rod mounted at a second connection point on the wheel hub substitute, and a second wheel hub connecting line connected between the second wheel hub body and the second wheel hub fixing rod; the second wheel hub sensor is communicatively connected to the signal receiver through the second wheel hub body; wherein the connecting line between the first connection point and the second connection point is perpendicular to a horizontal plane;

The camber of the hub substitute component is determined by the deformation of the hub substitute component measured by the first hub sensor and the second hub sensor.

Optionally, the wheel hub sensing assembly further comprises a third wheel hub sensor; the third wheel hub sensor comprises a third wheel hub body mounted on the mounting bracket, a third wheel hub fixing rod mounted on a third connection point of the wheel hub substitute, and a third wheel hub connecting line connected between the third wheel hub body and the third wheel hub fixing rod; the third wheel hub sensor is communicatively connected to the signal receiver via the third wheel hub body; wherein the connecting line between the second connection point and the third connection point is parallel to the horizontal plane;

The toe-in of the hub substitute is determined by the deformation 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 installed between the frame and each subcomponent of the vehicle suspension system; the frame sensing assembly is communicatively connected with the signal receiver;

receiving a test start instruction, controlling the loading component to load the hub substitute component with a force in a manner of increasing the force to a fixed value and then unloading the force to zero, and outputting the loading force information output by the loading component to the signal receiver;

receiving a test start instruction including a third quantitative force, controlling the loading force applied by the loading component to the hub substitute component to first increase to the third quantitative force and then decrease to zero, and synchronizing the third loading information of the loading force of the loading component to the signal receiver;

receiving, by the signal receiver, component slip information sent by the frame sensing assembly, wherein the component slip information refers to displacement information detected by the component sensing assembly after the loading force of the loading member decreases to zero;

receiving a test end instruction, and generating a second component strength curve of the subcomponent according to the third loading information and the component slip information corresponding to each subcomponent, wherein the test end instruction is generated when the vehicle suspension system is damaged or the loading force reaches the upper limit of the loading component;

The slippage between each subcomponent and the frame is determined according to the second component strength curve of each subcomponent, and the strength test result of each subcomponent is determined according to the slippage.

Optionally, the subcomponent of the automobile suspension system includes a frame; the frame sensing assembly includes a first frame sensor; the first frame sensor includes a first frame body installed on the frame, a first frame fixing rod installed 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 communicatively connected to the signal receiver through the first frame body.

Optionally, the loader is connected to the hub substitute via a universal joint.

Optionally, the automobile suspension strength testing device further comprises a force sensor installed at the output end of the loading component, and the force sensor is communicatively connected to the signal receiver.

In the present invention, the automobile suspension system is installed on the frame according to the actual installation size, the hub substitute simulates the wheel hub of the real vehicle and is installed on the automobile suspension system, and the loading force is applied to the hub substitute by the loading member, so as to simulate the stress condition of the automobile suspension system during driving. The displacement sensor assembly includes a component sensor assembly installed in each sub-assembly of the automobile suspension system; the component sensor assembly can monitor the deformation of each sub-assembly of the automobile suspension system. The loading force applied by the loading part to the hub replacement part first increases to the first quantitative force and then decreases to zero. The component sensing assembly detects the residual displacement information of the subcomponent after the loading force decreases to zero, and synchronizes the first loading information and the component residual displacement information to the signal receiver. After the signal receiver receives the first loading information and the component residual displacement information, it can generate a first component strength curve through subsequent processing, so as to judge whether each subcomponent of the automobile suspension system belongs to the elastic deformation stage or the plastic deformation stage during the test according to the first component strength curve, and then judge whether the corresponding subcomponent has elastic deformation or plastic deformation in the automobile suspension strength test. In this way, it can be determined whether the subcomponent after the strength test can be used for other strength tests under sufficient evidence, saving test costs and installation time. In addition, the automobile suspension test device can trace the failure cause of the subcomponent according to the deformation amount of the subcomponent or the deformation amount corresponding to the slip generated between the interconnected subcomponents, that is, the automobile suspension strength test device is more accurate in testing the automobile suspension system.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is further described below in conjunction with the accompanying drawings and embodiments.

FIG1 is a schematic structural diagram of a vehicle suspension strength test device provided by an embodiment of the present invention;

FIG2 is a partial structural schematic diagram of an automobile suspension strength test device provided by an embodiment of the present invention;

FIG3 is a partial structural schematic diagram of an automobile suspension strength test device provided by another embodiment of the present invention;

FIG4 is a partial structural schematic diagram of a vehicle suspension strength test device provided by another embodiment of the present invention;

FIG5 is a partial structural schematic diagram of a vehicle suspension strength test device provided by yet another embodiment of the present invention;

6 is a schematic structural diagram of a wheel hub sensor of a vehicle suspension strength test device provided by an embodiment of the present invention installed on a wheel hub substitute;

FIG7 is a partial structural schematic diagram of a vehicle suspension strength test device provided by another embodiment of the present invention;

FIG8 is a schematic diagram of a loading curve of a loading force of a loading member of a vehicle suspension strength test device provided by an embodiment of the present invention;

FIG. 9 is a schematic diagram of a strength curve of a vehicle suspension strength test device provided by an embodiment of the present invention.

The reference numerals in the specification are as follows:

1. Hub replacement; 2. Displacement sensor assembly; 21. Component sensor assembly; 211. First component sensor; 2111. First component body; 2112. First component fixing rod; 2113. First component connecting wire; 212. Third component sensor; 2121. Third component body; 2122. Third component fixing rod; 2123. Third component connecting wire; 213. Second component sensor; 2131. Second component body; 2132. Second component fixing rod; 2133. Second component connecting wire; 214. Fourth component sensor; 2141 , the fourth component body; 2142, the fourth component fixing rod; 2143, the fourth component connecting line; 215, the fifth component sensor; 2151, the fifth component body; 2152, the fifth component fixing rod; 2153, the fifth component connecting line; 216, the sixth component sensor; 2161, the sixth component body; 2162, the sixth component fixing rod; 2163, the sixth component connecting line; 217, the seventh component sensor; 2171, the seventh component body; 2172, the seventh component fixing rod; 2173, the seventh component connecting line; 218, the eighth component sensor ; 2181, the eighth component body; 2182, the eighth component fixing rod; 2183, the eighth component connecting line; 22, the hub sensor assembly; 221, the first hub sensor; 2211, the first hub body; 2212, the first hub fixing rod; 2213, the first hub connecting line; 222, the second hub sensor; 2221, the second hub body; 2222, the second hub fixing rod; 2223, the second hub connecting line; 223, the third hub sensor; 2231, the third hub body; 2232, the third hub fixing rod; 2233, the third Wheel hub connecting line; 23, frame sensor assembly; 231, first frame sensor; 2311, first frame body; 2312, first frame fixing rod; 2313, first frame connecting line; 3, signal receiver; 4, loader; 41, force sensor; 42, universal joint; 5, frame; 6, mounting bracket; 10, automobile suspension system; 101, axle joint; 102, frame; 103, steering rod; 1031, steering outer rod; 1032, steering inner rod; 1033, steering gear; 104, suspension; 1041, swing arm; 1042, sliding column.

DETAILED DESCRIPTION

In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

It should be understood that the directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", and "middle" are based on the directions or positional relationships shown in the accompanying drawings and are only used to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation of the present invention.

As shown in FIGS. 1 and 2 , an automobile suspension strength test device provided by an embodiment of the present invention comprises a hub substitute 1, a displacement sensor assembly 2, a signal receiver 3, a loading member 4 and a frame 5 for fixing (installed by screws, etc.) an automobile suspension system 10; the hub substitute 1 is installed at the hub position of the automobile suspension system 10; the loading member 4 is connected (connected by screws, etc.) to the hub substitute 1, the displacement sensor assembly 2 comprises a component sensor assembly 21 installed on each sub-assembly of the automobile suspension system 10; the loading member 4 and the component sensor assembly 21 are both in communication connection with the signal receiver 3; it can be understood that the suspension form of the automobile suspension system 10 can be a double wishbone suspension, a McPherson suspension, a torsion beam suspension and a multi-link suspension, or it can be the entire automobile suspension system 10, a two-part automobile suspension system 10, a quarter automobile suspension system 10, etc., again without limitation; the automobile suspension system 10 is all the components from the wheel end to the vehicle body, including all the components except the wheel assembly (including the wheel hub) and the brake assembly. The hub replacement part 1 is connected to the automobile suspension system 10 according to the actual vehicle state, so as to simulate the contact point (the contact point between the bottom of the wheel and the ground) and the force condition of the wheel center during the driving process of the automobile; in addition, the loading part 4 can be connected to the hub replacement part 1 and apply lateral force, longitudinal force and vertical force to the hub replacement part 1 from the lateral, longitudinal and vertical directions respectively, so as to achieve the technical effect of loading lateral force, longitudinal force, vertical force and combined force on the hub replacement part 1. 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 vehicle installation size requirements of the automobile to which the automobile suspension system 10 belongs. Preferably, the loading part 4 is a force loading servo.

Preferably, the sensors included in the displacement sensing assembly 2 are all draw-wire sensors, and the draw-wire sensors include a draw-wire sensor body, a draw-wire sensor fixing rod, and a sensor draw wire connected between the draw-wire sensor body and the draw-wire sensor fixing rod. It can be understood that in the present invention, the sensors included in the displacement sensing assembly 2 are not limited to draw-wire sensors, for example, they can also be other displacement sensors, such as infrared sensors, ultrasonic sensors, etc. Specifically, the component sensing assembly 21 is generally used to measure the deformation between two connection points of two sub-components belonging to the automobile suspension system 10, and can also be used to measure the deformation between two connection points of the same sub-component; it mainly monitors the deformation of each sub-component of the automobile suspension system 10 (including the axle joint 101, the sliding column 1042, the frame 102, the swing arm 1041, etc.).

A test start instruction including a first quantitative force is received, and the loading force applied by the loader 4 to the hub replacement part 1 is controlled to increase to the first quantitative force and then decrease to zero (as shown in FIG8 ), and the first loading information of the loading force of the loader 4 is synchronized to the signal receiver 3; it can be understood that the first loading information refers to information such as the size of the loading force output by the output end of the loader, and the first quantitative force is set according to demand. Since the elastic limit and yield limit of each subcomponent of the automobile suspension system 10 are different, the first quantitative force can be gradually increased from small to large during the strength test until the first quantitative force reaches the upper limit of the force applied by the loader 4 (the first quantitative force is less than or equal to the upper limit of the force applied by the loader 4); and by increasing the first quantitative force in a layered manner, in the process of detecting the residual displacement information of each subcomponent of the automobile suspension system 10 after the loading force is unloaded, the weakest subcomponent of the automobile suspension system 10 will not be destroyed due to excessive loading force at one time, and its deformation from normal to destruction cannot be determined, which will cause the strength test of the automobile suspension system 10 to fail.

The component residual displacement information sent by the component sensing component 21 is received by the signal receiver 3, and the component residual displacement information refers to the displacement information detected by the component sensing component 21 after the loading force of the loading member 4 decreases to zero (the displacement information is also the displacement corresponding to the deformation amount);

A test end instruction is received, and a first component strength curve of the subcomponent is generated according to the first loading information corresponding to each subcomponent and the component residual displacement information. The test end instruction is generated when the vehicle suspension system 10 is damaged or the loading force reaches the upper limit of the loading component 4. It can be understood that the loading force output by the loading component 4 is until the loading force reaches the upper limit of the loading component 4, or when at least one subcomponent of the vehicle suspension system 10 is damaged in the strength test.

The deformation of each subcomponent is determined according to the first component strength curve of each subcomponent, and the strength test result of each subcomponent is determined according to the deformation. It can be understood that by processing the data in the signal receiver 3, the first component strength curve of each subcomponent of the automobile suspension system 10, that is, the residual stress-loading force curve of each subcomponent can be generated. Through the strength curve, it can be judged whether each subcomponent of the automobile suspension system 10 belongs to the elastic deformation stage or the plastic deformation stage during the test process, and then it can be judged whether the corresponding subcomponent has undergone elastic deformation or plastic deformation in the strength test of the automobile suspension system 10, and then it can be inferred that the subcomponent can continue to be used in subsequent tests.

In the present invention, the automobile suspension system 10 is installed on the frame 5 according to the actual installation size, the hub substitute 1 simulates the wheel hub of the actual vehicle and is installed on the automobile suspension system 10, and the loading force (the loading force can be a force or a torque) is applied to the hub substitute 1 through the loading member 4, thereby simulating the stress condition of the automobile suspension system 10 during driving. The displacement sensor assembly 2 includes a component sensor assembly 21 installed in each sub-assembly of the automobile suspension system 10; the component sensor assembly 21 can monitor the deformation of each sub-assembly of the automobile suspension system 10. The loading force applied by the loading component 4 to the hub replacement component 1 is first increased to the first quantitative force and then decreased to zero. The component sensor assembly 21 detects the residual displacement information of the subcomponent after the loading force decreases 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, it can generate a first component strength curve through subsequent processing. According to the first component strength curve, it can be determined whether each subcomponent of the automobile suspension system 10 belongs to the elastic deformation stage or the plastic deformation stage during the test process, and then determine whether the corresponding subcomponent has undergone elastic deformation or plastic deformation in the strength test of the automobile suspension system 10. In this way, it can be determined whether the subcomponent after the strength test can be used in other strength tests with sufficient evidence, saving test costs and installation time. In addition, the automobile suspension test device can trace the failure cause of the subcomponent according to the deformation amount of the subcomponent or the deformation amount corresponding to the slip generated between the interconnected subcomponents, that is, the automobile suspension strength test device is more accurate in testing the automobile suspension system.

In one embodiment, as shown in FIG3 , the subcomponent of the automobile suspension system 10 includes a shaft joint 101; the component sensing assembly 21 includes a first component sensor 211; the first component sensor 211 includes a first component body 2111 installed (installed by screw connection, bonding, etc.) below the shaft joint 101, a first component fixing rod 2112 installed above the shaft joint 101 (installed by screw connection, bonding, etc.), and a first component connecting line 2113 connected (bound, bonded, etc.) between the first component body 2111 and the first component fixing rod 2112; the first component sensor 211 is connected to the signal receiver 3 through the first component body 2111. Preferably, the first component connecting line 2113 is perpendicular to the horizontal plane (because the shaft joint 101 is perpendicular to the horizontal plane, the shaft joint 101 is easily deformed in the direction perpendicular to the horizontal plane); it can be understood that the first component sensor 211 can monitor the deformation of the shaft joint 101 in the vertical direction during the strength test of the automobile suspension system 10. Furthermore, the first component sensor 211 can also be installed at other parts of the shaft joint 101 according to test requirements, so as to monitor the deformation of the corresponding part of the shaft joint 101 in the strength test of the automobile 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 subcomponent of the automobile suspension system 10 includes a frame 102; the component sensor 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 screw connection, bonding, etc.) on the frame 102, and a third component connecting line 2123 connected (bound, bonded, etc.) between the third component body 2121 and the third component fixing rod 2122; the third component sensor 212 is connected to the signal receiver 3 through the third component body 2121. It can be understood that the deformation of the frame 102 in the strength test of the automobile suspension system 10 can be monitored through the third component sensor 212. Further, the third component sensor 212 can be installed at a part of the frame 102 that is prone to deformation according to the test requirements, and is used to monitor 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 third component sensor 212 further enhances the traceability of failure causes during the strength test of the automobile suspension system 10 .

In one embodiment, as shown in FIG. 5 , the subcomponent of the automobile suspension system 10 includes a steering tie rod 103 ; the steering tie rod 103 includes an outer steering tie rod 1031 and an inner steering tie rod 1032 connected to each other;

The component sensing assembly 21 includes a second component sensor 213; the second component sensor 213 includes a second component body 2131 installed (installed by screw connection, bonding, etc.) on the steering outer tie rod 1031, a second component fixing rod 2132 installed (installed by screw connection, bonding, etc.) on the steering inner tie rod 1032, and a second component connecting line 2133 connected (bound, bonded, etc.) between the second component body 2131 and the second component fixing rod 2132; the second component sensor 213 is connected to the signal receiver 3 through the second component body 2131. Preferably, the second component connecting line 2133 is parallel to the axis of the steering tie rod 103. It can be understood that the axial deformation of the steering tie rod 103 in the strength test of the automobile suspension system 10 can be monitored through the second component sensor 213. Furthermore, the second component sensor 213 can also be installed at other parts of the steering rod 103 according to test requirements, so as to monitor the deformation of the corresponding part of the steering rod 103 in the strength test of the automobile suspension system 10. Therefore, the design of the second component sensor 213 further enhances the traceability of the failure cause in the strength test of the automobile suspension system 10.

In another embodiment, as shown in FIG1 , the component sensing assembly 21 further includes a sixth component sensor 216; the sixth component sensor 216 includes a sixth component body 2161 installed (installed by screw connection, bonding, etc.) on the steering gear 1033 of the steering tie rod 103, a sixth component fixing rod 2162 installed (installed by screw connection, bonding, etc.) on the steering outer tie rod 1031, and a sixth component connecting line 2163 connected (bound, bonded, etc.) between the sixth component body 2161 and the sixth component fixing rod 2162; the sixth component sensor 216 is connected to the signal receiver 3 through the sixth component body 2161. It can be understood that the deformation and slip between the steering inner tie rod 1032 and the steering gear 1033 in the strength test can be monitored by the sixth component sensor 216. Therefore, the design of the sixth component sensor 216 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. 3 (a swing arm 1041 type automobile suspension system 10 of a non-two-force rod form of the front and rear suspension), the automobile suspension system 10 also includes a suspension 104 (which can be a front suspension and a rear suspension, and this embodiment is described by taking 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 screw connection, bonding, etc.) on the suspension 104, and a fourth component connecting 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 communicatively connected to the signal receiver 3 via the fourth component body 2141.

In one embodiment, as shown in FIG. 4 , the suspension 104 includes a swing arm 1041, the component sensor assembly includes an eighth component sensor 218, and the eighth component sensor 218 (installed by screw connection, bonding, etc.) includes an eighth sensor body 2181 installed on the first supporting wall of the swing arm 1041, an eighth sensor fixing rod 2182 installed (installed by screw connection, bonding, etc.) on the second supporting wall of the swing arm 1041, and an eighth sensor connection line 2183 connected (bound, bonded, etc.) between the eighth component body 2181 and the eighth component fixing rod 2182; the eighth component sensor 218 is connected to the signal receiver 3 through the eighth sensor body 2181. It can be understood that the eighth component sensor 218 is used to monitor the deformation between the first supporting wall and the second supporting wall in the strength test of the automobile suspension system 10. The fourth component body 2141 and the fourth component fixing rod 2142 can be installed on different parts of the swing arm 1041 according to the test requirements. Furthermore, the fourth component sensor 214 can also be installed at other parts of the swing arm 1041 according to test requirements, and is used to monitor the deformation of the corresponding part of the swing arm 1041 during the strength test of the automobile suspension system 10. Therefore, the design of the fourth component sensor 214 further enhances the traceability of the failure cause during the strength test of the automobile suspension system 10.

In another embodiment, as shown in FIG3 , the suspension 104 includes a sliding column 1042, the component sensing assembly includes a seventh component sensor 217, the seventh component sensor 217 includes a seventh component body 2171 installed (installed by screw connection, bonding, etc.) above the sliding column 1042, a seventh component fixing rod 2172 installed (installed by screw connection, bonding, etc.) below the sliding column 1042, and a seventh component connecting line 2173 fixed to the seventh component body 2171 and the seventh component fixing rod 2172; the seventh component sensor 217 is connected to the signal receiver 3 through the seventh component body 2171. Preferably, in this embodiment, the seventh component connecting line 2173 is perpendicular to the horizontal plane; it can be understood that the seventh component sensor 217 can monitor the deformation of the sliding column 1042 in the vertical direction during the strength test of the automobile suspension system 10.

In one embodiment, as shown in FIG5 , the subcomponents of the automobile suspension further include a frame 102 and a swing arm 1041; the component sensor assembly 21 further includes a fifth component sensor 215; the fifth component sensor 215 includes a fifth component body 2151 installed (installed by screw connection, bonding, etc.) on the frame 102, a fifth component fixing rod 2152 installed (installed by screw connection, bonding, etc.) on the swing arm 1041, and a fifth component connecting line 2153 connected (tied, bonded, etc.) between the fifth component body 2151 and the fifth component fixing rod 2152; the fifth component sensor 215 is connected to the signal receiver 3 through the fifth component body 2151. It can be understood that the deformation and slip between the swing arm 1041 and the frame 102 in 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 FIG. 2 , the automobile suspension strength testing device further includes a mounting bracket 6 for mounting the displacement sensor assembly 2 ; it can be understood that the sensor mounting bracket 6 can be designed into different structural forms according to actual needs, and can also be set to one or more.

The displacement sensing assembly 2 also includes 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 can be understood that the hub sensing assembly 22 is installed at different positions of the hub replacement 1 to detect the deformation or slippage of the corresponding mounting position of the hub replacement 1.

Receive a test start instruction including a second quantitative force, control the loading force applied by the loader 4 to the wheel hub substitute 1 to first increase to the second quantitative force and then decrease to zero, and synchronize the second loading information of the loading force of the loader 4 to the signal receiver 3; it can be understood that the second loading information is the information of the loading force output by the output end of the loader corresponding to the deformation of the wheel hub substitute 1 in the automobile suspension strength test, and the second quantitative force can be the same as the first quantitative force or different from the first quantitative force. The loading method of the second quantitative force is the same as the loading method of the first quantitative force, which will not be repeated here.

Receiving the wheel hub residual displacement information sent by the wheel hub sensing component 22 through the signal receiver 3, wherein the wheel hub residual displacement information refers to the displacement information detected by the wheel hub sensing component 22 after the loading force of the loading component 4 decreases to zero;

receiving a test end instruction, and generating a wheel hub strength curve of the wheel hub substitute 1 according to the second loading information and the wheel hub residual displacement information, wherein the test end instruction is generated when the vehicle suspension system 10 is damaged or the loading force reaches the upper limit of the loading member 4;

The deformation of the wheel hub is determined according to the wheel hub strength curve, and the strength test result of the wheel hub substitute 1 is determined according to the deformation. It can be understood that the wheel hub sensor assembly 22 is installed between the wheel hub substitute 1 and the ground, and its main purpose is to monitor the changes in the toe-in and camber of the wheel hub substitute 1 and the displacement of the wheel center (the part of the wheel hub substitute 1 that simulates the wheel center). Furthermore, depending on the different installation positions of the wheel hub sensor assembly 22, it can be used to monitor the displacement of different positions of the wheel hub substitute 1, thereby reflecting the deformation of different parts of the automobile wheel hub in the suspension strength test. Through the wheel hub sensor assembly 22, the change of the automobile wheel in the strength test of the automobile suspension system 10 can be more accurately reflected, thereby making the test results more accurate.

In one embodiment, as shown in FIGS. 2 and 6 , the wheel hub sensor assembly 22 includes a first wheel hub sensor 221 and a second wheel hub sensor 222; the first wheel hub sensor 221 includes a first wheel hub body 2211 installed (installed by screw connection, bonding, etc.) on the mounting bracket 6, a first wheel hub fixing rod 2212 installed (installed by screw connection, bonding, etc.) at a first connection point on the wheel hub replacement 1, and a first wheel hub connecting line 2213 connected (bound, glued, etc.) between the first wheel hub body 2211 and the first wheel hub fixing rod 2212; the first wheel hub sensor 221 is connected to the signal receiver 3 through the first wheel hub body 2211;

The second wheel hub sensor 222 includes a second wheel hub body 2221 installed (by means of screw connection, bonding, etc.) on the mounting bracket 6, a second wheel hub fixing rod 2222 installed (by means of screw connection, bonding, etc.) at a second connection point on the wheel hub substitute 1, and a second wheel hub connecting line 2223 connected (by binding, gluing, etc.) between the second wheel hub body 2221 and the second wheel hub fixing rod 2222; the second wheel hub sensor 222 is communicatively connected to the signal receiver 3 via the second wheel hub body 2221; wherein, the line between the first connection point and the second connection point is perpendicular to the horizontal plane; it can be understood that the first connection point and the second connection point can be different parts of the wheel hub substitute 1, as long as the line between the projection of the first connection point on the side plane of the car and the projection of the second connection point on the side plane of the car is perpendicular to the horizontal plane.

The camber of the hub replacement part 1 is determined by the deformation of the hub replacement part 1 measured by the first hub sensor 221 and the second hub sensor 222 (camber is the angle at which the vehicle wheel tilts toward the outside of the wheel, that is, the vehicle wheel is not perpendicular to the horizontal plane). It can be understood that the first hub position sensor and the second hub position sensor both monitor the deformation of the hub replacement part 1 along the lateral direction of the vehicle. By comparing the data detected by the first hub position sensor with the data detected by the second hub position sensor, the camber of the hub replacement part 1 (that is, the vehicle wheel) can be obtained; combined with the change in force at the output end of the loading part 4 detected by the force sensor 41, the change in the camber of the vehicle wheel during the strength test of the vehicle suspension system 10 can be accurately obtained, providing accurate test data for the vehicle design stage.

In one embodiment, as shown in Figures 2 and 6, the wheel hub sensor assembly 22 also includes a third wheel hub sensor 223; the third wheel hub sensor 223 includes a third wheel hub body 2231 installed (installed by screw connection, bonding, etc.) on the mounting bracket 6, a third wheel hub fixing rod 2232 installed (installed by screw connection, bonding, etc.) at the third connection point of the wheel hub substitute 1, and a third wheel hub connecting line 2233 connected (bound, glued, etc.) between the third wheel hub body 2231 and the third wheel hub fixing rod 2232; the third wheel hub sensor 223 is communicatively connected to the signal receiver 3 through the third wheel hub body 2231; wherein, the line between the second connection point and the third connection point is parallel to the horizontal plane; it can be understood that the second connection point and the third connection point can be different parts of the wheel hub substitute 1, as long as the line between the projection of the second connection point on the side plane of the car and the projection of the third connection point on the side plane of the car is parallel to the horizontal plane.

The deformation of the hub replacement part 1 measured by the second hub sensor 222 and the third hub sensor 223 is used to determine the toe-in of the hub replacement part 1 (the toe-in is the rolling plane of the two front wheels or the two rear wheels of the car, which is not perpendicular to the horizontal plane, that is, the distance between the two coaxial wheels of the car is larger at the front end and smaller at the rear end). It can be understood that the third hub position sensor monitors the deformation of the hub replacement part 1 along the lateral direction of the car, and the toe-in of the hub replacement part 1 (that is, the car 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; combined with the change in the force at the output end of the loading part 4 detected by the force sensor 41, the change in the toe-in of the car wheel during the strength test of the car suspension system 10 can be accurately obtained, providing accurate test data for the car design stage.

In one embodiment, as shown in FIGS. 1 and 2 , the displacement sensor assembly 2 further includes a frame sensor assembly 23 installed between the frame 5 and each subcomponent of the automobile suspension system 10; the frame sensor assembly 23 is in communication connection with the signal receiver 3; it can be understood that the frame sensor assembly 23 can be installed on different subcomponents of the automobile suspension system 10 and different parts of the frame 5 according to the test requirements. The frame sensor assembly 23 is installed between the frame 5 and the automobile suspension system 10 in order to monitor the slippage and deformation between each subcomponent of the automobile suspension system 10 and the frame 5, thereby improving the accuracy of the test results of the automobile suspension strength test device.

receiving a test start instruction, controlling the loading component 4 to load the hub substitute 1 in a manner of increasing the force to a fixed value and then unloading the force to zero, and outputting the loading force information output by the loading component 4 to the signal receiver 3;

Receive a test start instruction including a third quantitative force, control the loading force applied by the loader 4 to the wheel hub replacement component 1 to first increase to the third quantitative force and then decrease to zero (as shown in Figure 8), and synchronize the third loading information of the loading force of the loader 4 to the signal receiver 3; it can be understood that the third quantitative force can be the same as the first quantitative force or different from the first quantitative force, and the loading method of the third quantitative force is the same as the loading method of the first quantitative force, which will not be repeated here.

The component slip information sent by the frame sensing component 23 is received by the signal receiver 3, wherein the component slip information refers to the displacement information detected by the component sensing component 21 after the loading force of the loading member 4 decreases to zero;

A test end instruction is received, and a second component strength curve of the subcomponent is generated according to the third loading information corresponding to each subcomponent and the component slip information (as shown in FIG. 9 ). The test end instruction is generated when the vehicle suspension system 10 is damaged or the loading force reaches the upper limit of the force of the loading component 4. It can be understood that the third loading information refers to the loading force information output by the output end of the loading component 4 when slippage occurs between the subcomponent and the frame of the vehicle suspension system 10 in the vehicle suspension strength experiment.

The deformation of each subcomponent is determined according to the strength curve of the second component of each subcomponent, and the strength test result of each subcomponent is determined according to the deformation. It can be understood that the frame sensor assembly 23 is installed between the subcomponent of the automobile suspension system 10 and the frame 5, in order to monitor the slippage and deformation between each subcomponent 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.

In one embodiment, as shown in FIG. 7 , the subcomponents of the automobile suspension system 10 include a frame 102; the frame sensor assembly 23 includes a first frame sensor 231; the first frame sensor 231 includes a first frame body 2311 installed (installed by screw connection, bonding, etc.) on the frame 5, a first frame fixing rod 2312 installed (installed by screw connection, bonding, etc.) on the frame 102, and a first frame connecting line 2313 connected (tied, glued, etc.) between the first frame body 2311 and the first frame fixing rod 2312; the first frame sensor 231 is connected to the signal receiver 3 through the first frame body 2311. It can be understood that the deformation and slip between the frame 102 and the frame 5 can be monitored by the first frame sensor 231. Further, the first frame sensor 231 can also be installed at other parts of the frame 102 according to the test requirements, so as to monitor the deformation of the corresponding parts 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 failure causes in the strength test of the automobile suspension system 10 .

In one embodiment, as shown in FIG1 , the loader 4 is connected to the hub substitute 1 via a universal joint 42. It can be understood that since the loader 4 can be connected to the hub substitute 1 in different orientations and apply forces in different directions (the loader 4 can load lateral force, longitudinal force and vertical force on the hub substitute 1), the hub substitute 1 cannot be restricted in its degree of freedom by the loader 4. The loader 4 is connected to the hub substitute 1 via a universal joint 42, thereby achieving the technical effect of not restricting the degree of freedom of the hub substitute 1. In the present invention, the loader 4 and the hub substitute 1 can also be connected by other mechanisms besides the universal joint, as long as the strength test can be achieved without restricting the degree of freedom of the hub substitute 1.

In one embodiment, as shown in FIG1 , the automobile suspension strength test device further includes a force sensor 41 installed at the output end of the loading member 4, and the force sensor 41 is in communication connection with the signal receiver 3. It can be understood that since 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 wheel hub sensing assembly 22, and the third loading force information output by the loading member 4 corresponding to the frame sensing assembly 23) to the signal receiver 3, the design of the force sensor 41 enhances the readability of the experimental data of the automobile suspension system 10 strength test device.

It can be understood that the installation positions of the above-mentioned sensor bodies and the sensor fixing rods can be interchanged. In addition, as shown in FIG8 , the loading member 4 is loaded to the first quantitative force, the second quantitative force and the third quantitative force in a layered and progressive manner, and the loading force information is synchronized to the signal receiver; the component sensor assembly 21, the wheel hub sensor assembly 22 and the frame sensor assembly 23 synchronize the detected information (including deformation and slip) to the signal receiver 3; and then after subsequent processing of the synchronized data received by the signal receiver 3, the first component strength curve, the second component strength curve and the wheel hub strength curve can be obtained and derived, and then according to the derived strength curves, the analysis of component failure in the automobile suspension strength test has accurate test data; wherein the above curves can all be residual displacement-loading force curves. As shown in FIG9 , taking the first strength curve as an example for explanation, in the first strength curve, it can be judged whether the corresponding subcomponent belongs to the elastic deformation stage or the plastic deformation stage under the corresponding loading force.

The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. The automobile suspension strength test device is characterized by comprising a hub substitute, a displacement sensing assembly, a signal receiver, a loading piece and a frame for fixing an automobile suspension system; the hub replacement is mounted at a hub location of the automotive suspension system; the loading piece is connected with the hub substitute, and the displacement sensing assembly comprises a component sensing assembly which is installed on each sub-component 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 start instruction containing a first constant force, controlling the loading force applied by the loading piece to the hub substitute piece to be increased to the first constant force and then decreased to zero, increasing the first constant force in a layered increasing mode, and synchronizing first loading information of the loading force of the loading piece to the signal receiver;

receiving part residual displacement information sent by the part sensing assembly through the signal receiver, wherein the part residual displacement information refers to displacement information detected by the part sensing assembly after the loading force of the loading part is reduced to zero;

Receiving a test ending instruction, 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 the sub-component, wherein the test ending instruction is generated when the automobile suspension system is damaged or the loading force reaches the upper limit of the application force of the loading component;

determining the deformation 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 of each sub-component;

the displacement sensing assembly further includes a frame sensing assembly mounted between the frame and each sub-component of the automotive suspension system; the frame sensing assembly is in communication with the signal receiver;

receiving a test starting instruction, controlling the loading part to load the wheel hub substitute part with force in a mode of increasing to a quantitative force and unloading to zero, and outputting loading force information output by the loading part to the signal receiver;

receiving a test start instruction containing a third quantitative force, controlling the loading force applied by the loading piece to the hub substitute to be increased to the third quantitative force and then decreased to zero, and synchronizing third loading information of the loading force of the loading piece to the signal receiver;

Receiving part slippage information sent by the frame sensing assembly through the signal receiver, wherein the part slippage information refers to displacement information detected by the part sensing assembly after the loading force of the loading piece is reduced to zero;

Receiving a test ending instruction, and generating a second component strength curve of each sub-component according to the third loading information and the component sliding information corresponding to the sub-component, wherein the test ending instruction is generated when the automobile suspension system is damaged or the loading force reaches the upper limit of the application force of the loading component;

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.

2. The automotive suspension strength test apparatus of claim 1, wherein the subcomponents of the automotive suspension system include a spindle joint; the component sensing assembly includes a first component sensor; the first part sensor comprises a first part body arranged below the shaft joint, a first part fixing rod arranged above the shaft joint, and a first part connecting wire connected between the first part body and the first part fixing rod; the first component sensor is communicatively coupled to the signal receiver through the first component body.

3. The automotive suspension strength test apparatus of claim 1, wherein the subcomponents of the automotive suspension system include a steering tie rod; the steering tie rod comprises an outer steering tie rod and an inner steering tie rod which are connected with each other;

The component sensing assembly includes a second component sensor; the second part sensor comprises a second part body mounted on the steering outer tie rod, a second part fixing rod mounted on the steering inner tie rod, and a second part connecting wire connected between the second part body and the second part fixing rod; the second component sensor is communicatively coupled to the signal receiver through the second component body.

4. The automotive suspension strength test apparatus of claim 1, wherein the subcomponents of the automotive suspension system include a frame; the component sensing assembly includes a third component sensor; the third part sensor comprises a third part body and a third part fixing rod which are both installed on the frame, and a third part connecting wire connected between the third part body and the third part fixing rod; the third component sensor is in communication connection with the signal receiver through the third component body; and/or

The subcomponents of the automotive suspension system also include suspensions; the component sensing assembly further includes a fourth component sensor; the fourth component sensor comprises a fourth component body and a fourth component fixing rod which are both installed on the suspension, and a fourth component connecting wire connected between the fourth component body and the fourth component fixing rod; the fourth component sensor is in communication connection with the signal receiver through the fourth component body; and/or

The subcomponents of the automotive suspension system also comprise a frame and a swing arm; the component sensing assembly further includes a fifth component sensor; the fifth part sensor comprises a fifth part body, a fifth part fixing rod and a fifth part connecting wire, wherein the fifth part body and the fifth part fixing rod are both installed on the frame, the fifth part fixing rod is installed on the swing arm, and the fifth part connecting wire is connected between the fifth part body and the fifth part fixing rod; the fifth component sensor is communicatively coupled to the signal receiver through the fifth component body.

5. The automotive suspension strength test apparatus of claim 1, further comprising a mounting bracket for mounting the displacement sensing assembly;

the displacement sensing assembly further includes a hub sensing assembly connected between the hub replacement and the mounting bracket and in communication with the signal receiver;

Receiving a test start instruction containing a second quantitative force, controlling the loading force applied by the loading piece to the hub substitute to be increased to the second quantitative force and then decreased to zero, and synchronizing second loading information of the loading force of the loading piece to the signal receiver;

Receiving the hub residual displacement information sent by the hub sensing assembly through the signal receiver, wherein the hub residual displacement information refers to displacement information detected by the hub sensing assembly after the loading force of the loading piece is reduced to zero;

receiving a test ending instruction, and generating a hub strength curve of the hub replacement 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 limit of the application force of the loading piece;

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 test apparatus of claim 5, wherein the hub sensing assembly comprises a first hub sensor and a second hub sensor; the first hub sensor includes a first hub body mounted on the mounting bracket, a first hub mounting bar mounted on the hub replacement at a first connection point, and a first hub connection line connected between the first hub body and the first hub mounting bar; the first hub sensor is in communication connection with the signal receiver through the first hub body;

The second hub sensor includes a second hub body mounted on the mounting bracket, a second hub mounting bar mounted on the hub replacement at a second connection point, and a second hub connection line connected between the second hub body and the second hub mounting bar; 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;

The camber of the hub replacement is determined from the amounts of deformation of the hub replacement measured by the first hub sensor and the second hub sensor.

7. The automotive suspension strength test apparatus of claim 6, wherein the hub sensing assembly further comprises a third hub sensor; the third hub sensor comprises a third hub body mounted on the mounting bracket, a third hub fixation rod mounted at a third connection point of the hub replacement, and a third hub connection line connected between the third hub body and the third hub fixation rod; the third hub sensor is in communication connection with the signal receiver through the third hub body; wherein a line connecting the second connection point and the third connection point is parallel to a horizontal plane;

Determining a toe-in of the hub replacement from the amounts of deformation of the hub replacement measured by the second hub sensor and the third hub sensor.

8. The automotive suspension strength test apparatus of claim 1, wherein the subcomponents of the automotive suspension system include a frame; the frame sensing assembly includes 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 wire connected between the first frame body and the first frame fixing rod; the first frame sensor is communicatively connected with the signal receiver through the first frame body.

9. The automotive suspension strength test apparatus of claim 1 in which the loading member is connected to the hub replacement member by a universal joint.

10. The automotive suspension strength test apparatus of claim 1 further comprising a force sensor mounted at the output of the loader, the force sensor being in communication with the signal receiver.