CN119043738A - Angle module test bench - Google Patents
Angle module test bench Download PDFInfo
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- CN119043738A CN119043738A CN202411160722.3A CN202411160722A CN119043738A CN 119043738 A CN119043738 A CN 119043738A CN 202411160722 A CN202411160722 A CN 202411160722A CN 119043738 A CN119043738 A CN 119043738A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
- G01M17/04—Suspension or damping
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- 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
- G01M17/06—Steering behaviour; Rolling behaviour
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Abstract
本申请公开了一种角模块测试台架，解决现有测试设备比较单一的技术问题。角模块测试台架包括试验平台、车身模拟件、转向测量装置、路面模拟测试装置和控制器，试验平台包括底座和的安装架；车身模拟件设于安装架且与安装架滑动连接，用于与角模块连接；转向测量装置包括卡盘和与一个以上检测臂，检测臂上设有一个以上位置传感器；路面模拟测试装置包括支撑基础、若干凸块以及驱动若干凸块移动的驱动机构；控制器与位置传感器、驱动机构和被测试的角模块均电连接。本申请的角模块测试台架可以进行多种测试，通过一种台架进行多种试验，结构紧凑、操作简便，适用于不同规格的角模块；测试方法多样，能够较多的评估角模块的各项性能指标。
The present application discloses a corner module test bench, which solves the technical problem that the existing test equipment is relatively single. The corner module test bench includes a test platform, a body simulation, a steering measurement device, a road simulation test device and a controller. The test platform includes a base and a mounting frame; the body simulation is arranged on the mounting frame and is slidably connected to the mounting frame for connecting with the corner module; the steering measurement device includes a chuck and one or more detection arms, and one or more position sensors are arranged on the detection arms; the road simulation test device includes a supporting base, a plurality of protrusions and a driving mechanism for driving the plurality of protrusions to move; the controller is electrically connected to the position sensor, the driving mechanism and the corner module being tested. The corner module test bench of the present application can perform a variety of tests, and a variety of tests can be performed on a bench. It has a compact structure, is easy to operate, and is suitable for corner modules of different specifications; the test methods are diverse, and various performance indicators of the corner module can be evaluated more.
Description
Technical Field
The application belongs to the technical field of corner module testing, and particularly relates to a corner module testing rack.
Background
The angle module comprises a hub motor angle module assembly integrating driving, braking, steering and shock absorption. The functions of independent driving, braking, steering, damping and the like of each wheel can be realized. In new energy automobiles and drive-by-wire chassis vehicles, the angle module based on the hub motor is beneficial to the design of large bearing space and low floor height of the whole vehicle, and the independent driving and independent steering of each wheel can realize the functions of four-wheel independent steering and independent driving, and the wheel rotation angle can be not less than 90 degrees, so that the maneuverability and flexibility of the whole vehicle are greatly improved, and the operations such as turning, parking and the like in a narrow space of the vehicle are more convenient.
The existing test equipment is mostly aimed at a single performance index, lacks comprehensive test capability, and is difficult to meet the requirements of modern production.
Disclosure of Invention
The application provides an angle module test bench for solving the technical problem that the existing test equipment is single.
The technical scheme of the application is that the angle module test bench comprises:
The test platform comprises a base and a mounting rack arranged on the base;
The vehicle body simulation piece is arranged on the mounting frame and is in sliding connection with the mounting frame, and is used for being connected with the angle module;
The steering measuring device is arranged on the base and comprises a chuck and more than one detection arm hinged with the chuck, the chuck is used for being connected with the wheels of the angle module, and more than one position sensor is arranged on the detection arm;
The road surface simulation testing device is arranged on the base and comprises a supporting base for supporting wheels of the angle module, a plurality of protruding blocks arranged on the supporting base at intervals and a driving mechanism for driving the protruding blocks to move;
and the controller is electrically connected with the position sensor, the driving mechanism and the tested angle module.
In some embodiments, the detection arm comprises a mounting seat, a vertical arm and a cross arm which are hinged in sequence, wherein the mounting seat is fixedly connected with the base;
the number of the position sensors is two, and the position sensors are respectively arranged at the hinge joint of the vertical arm and the mounting seat and the hinge joint of the vertical arm and the cross arm.
In some embodiments, the hinge axes of the cross arm and the vertical arm and the hinge axis of the other end of the vertical arm and the mounting seat are parallel to the X direction.
In some embodiments, the three detecting arms are provided with three mounting seats arranged side by side along the extending direction of the hinge shaft, the chuck is coaxially arranged with the wheel, and the chuck is provided with three hinge positions which are distributed at intervals and are positioned on the same circumference.
In some embodiments, the chuck is a three-jaw chuck, the chuck comprises a disk body and three jaws arranged on the disk body, the disk body is connected with corresponding mounting holes of the wheels through fasteners, and the jaws are hinged with the cross arm.
In some embodiments, the cross arms of the three detection arms are all the same in length, the vertical arms of each group of detection arms are all the same in length, and the height of the mounting seats of the detection arms positioned in the middle is larger than the height of the mounting seats of the detection arms positioned on two sides.
In some embodiments, the support foundation comprises a crawler belt, and a driving shaft and a driven shaft which are in transmission connection with the crawler belt, and the driving mechanism drives the driving shaft to rotate;
The caterpillar band is used for supporting the wheels;
The width of the caterpillar is larger than the diameter of the wheel.
In some embodiments, the tab is removable;
The lugs are vertically arranged along the transmission direction of the crawler belt;
the heights of two adjacent convex blocks are the same or different.
In some embodiments, the test bench further comprises a load mass provided to the body simulator and a load sensor provided to a suspension connection of the corner module.
In some embodiments, the test bench further comprises a suspension travel sensor and an acceleration sensor;
The suspension stroke sensor is arranged on the suspension of the vehicle body simulation piece and/or the angle module;
the acceleration sensor is arranged on the damper of the angle module. .
According to one or more embodiments of the application, the angle module test bench comprises a test platform, a vehicle body simulation piece, a steering measurement device, a road surface simulation test device and a controller, wherein the test platform comprises a base and a mounting frame arranged on the base, the vehicle body simulation piece is arranged on the mounting frame and is in sliding connection with the mounting frame and is used for being connected with an angle module, the steering measurement device is arranged on the base and comprises a chuck and more than one detection arm hinged with the chuck, the chuck is used for being connected with wheels of the angle module, the detection arm is provided with more than one position sensor, the road surface simulation test device is arranged on the base and comprises a supporting base for supporting the wheels of the angle module, a plurality of bumps are arranged on the supporting base at intervals, and a driving mechanism for driving the bumps to move, and the controller is electrically connected with the position sensor, the driving mechanism and the angle module to be tested. The application can obtain the change of the steering angle of the wheel through the position sensor so as to carry out steering measurement of the wheel, drives the lug to move through the driving mechanism so as to act on the wheel, can be used for simulating the road surface simulation test, and can also carry out fatigue test, namely the steering measurement device and the road surface simulation test device work simultaneously to carry out the fatigue test. The angle module test bench can perform various tests, is compact in structure, simple and convenient to operate, suitable for angle modules of different specifications, various in test method and capable of evaluating various performance indexes of the angle modules.
Drawings
FIG. 1 illustrates a schematic diagram of the structure of an angle module test rig in one or more embodiments of the application.
FIG. 2 illustrates a side view of the corner module test stand of FIG. 1.
Fig. 3 shows a schematic structural diagram of the steering measurement device of fig. 1.
Fig. 4 shows a side view of the corner module test stand of fig. 1 provided with a suspension travel sensor.
Fig. 5 shows a schematic structural view of the corner module of fig. 1.
The reference numerals illustrate 100-angle module test bench, 110-test platform, 111-base, 112-mounting rack, 1121-upright, 120-body simulator, 121-test interface, 130-steering measurement device, 131-chuck, 1311-jaw, 132-detection arm, 1321-mount, 1322-vertical arm, 1323-cross arm, 133-position sensor, 140-road surface simulation test device, 141-support base, 142-bump, 143-driving mechanism, 150-controller, 160-load sensor, 170-suspension travel sensor, 190-load mass, 200-angle module, 210-wheel, 220-steering power unit, 230-damper, 240-upper swing arm, 250-lower swing arm, 260-steering knuckle, 300-angle module control.
Detailed Description
In order to make the present application more clearly understood by those skilled in the art, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the field of vehicles, the vehicle longitudinal direction is generally referred to as the X-direction or the longitudinal direction, the vehicle width direction is referred to as the Y-direction or the transverse direction, and the vehicle height direction is referred to as the Z-direction or the vertical direction, and the description of the orientation expressions in the following embodiments is referred to above.
An embodiment of the first aspect of the present application provides an angle module test bench for testing static performance, base performance, road simulation test, fatigue test, and suspension system tuning optimization of an angle module. As shown in FIG. 5, the tested corner module 200 comprises a wheel 210, a steering power unit 220, a shock absorber 230, an upper swing arm 240, a lower swing arm 250 and a knuckle 260, wherein the wheel 210 comprises a wheel assembly comprising an in-wheel motor and a brake side, the steering power unit 220 is used for steering the wheel, the steering power unit 220 is transmitted to the wheel through the knuckle 260 to drive the wheel 210 to steer, the shock absorber 230 can play a role in shock absorption, the shock absorber 230 and the steering power unit are connected with the upper swing arm 240, and the lower swing arm 240 is used for being connected with a subframe.
Referring to fig. 1 and 2, the corner module test bench 100 includes a test platform 110, a body simulator 120, a steering measurement device 130, a road surface simulation test device 140 and a controller 150, wherein the test platform 110 includes a base 111 and a mounting frame 112 provided on the base 111, the body simulator 120 is provided on the mounting frame 112 and slidably connected to the mounting frame 112 for connection with the corner module 200, the steering measurement device 130 is provided on the base 111, the steering measurement device 130 includes a chuck 131 and one or more detection arms 132 hinged to the chuck 131, the chuck 131 is used for connection with the wheels 210 of the corner module 200, the detection arms 132 are provided with one or more position sensors 133, the road surface simulation test device 140 is provided on the base 111, the road surface simulation test device 140 includes a support base 141 for supporting the wheels 210 of the corner module 200, a plurality of bumps 142 provided on the support base 141 at intervals, and a driving mechanism 143 for driving the bumps 142 to move, and the controller 150 is electrically connected to the position sensors 133, the driving mechanism 143 and the corner module 200 to be tested.
As shown in fig. 1 and fig. 2, the mounting frame 112 includes a support and an upright 1121, where the support and the upright 1121 are both connected with the base 111, the support is in a frame structure, the upright 1121 may be provided with more than one upright 1121, and the upright 1121 is located in a frame enclosed by the support. The mounting bracket 112 and the base 111 form an L-shape for stably supporting the entire test stand.
As shown in fig. 1 and fig. 2, the vehicle body simulation member 120 is used for being connected with the angle module 200, the vehicle body simulation member 120 is provided with a connecting hole correspondingly connected with the angle module 200, so that the angle module 200 is convenient to be installed on the vehicle body simulation member 120, and the corresponding connection positions of the vehicle body simulation member 120 and the angle module 200 can be adjusted according to actual conditions due to different design structures of different vehicle body simulation members 120, so as to adapt to the test requirements of the angle modules 200 with different design structures.
As shown in fig. 1 and 2, in some embodiments, the body simulator 120 is primarily used to install test piece test interface 121 tooling. The vehicle body simulation member 120 is provided with a plurality of groups of mounting points, and can meet the requirement of fixing various different types of suspension interface tools and simulate the actual assembly condition of a test piece on the whole vehicle.
As shown in fig. 1 and 2, in some embodiments, the body simulator 120 is slidably connected to the mounting frame 112, for example, when the wheels 210 are subjected to a road surface simulation impact, the body simulator 120 may be subjected to vibration in the Z direction, so that the body simulator 120 is slidably connected to the mounting frame 112, so that loading conditions of the test piece can be simulated, and normal performance of the test can be ensured.
In some embodiments, as shown in fig. 1 and 2, in order to improve the sliding stability of the vehicle body simulator 120 along the mounting frame 112 in practical tests, 4 pillars 1121 are provided, and 4 pillars 1121 are enclosed to form a rectangle, and the vehicle body simulator 120 is slidably connected to the pillars 1121. In some embodiments, the body simulator 120 includes angularly disposed and connected cross plates and risers, wherein the cross plates are provided with four pilot holes slidably connected to the four posts 1121, respectively.
As shown in fig. 1 and fig. 2, in other embodiments, 1 or 2 risers may be provided, that is, the vehicle body simulation member 120 may be T-shaped or i-shaped, where a group of wheels 210 and corner modules 200 are required to be installed, 1 riser may be provided, and corresponding connection holes connected to the corner modules 200 are provided on the riser, where two groups of wheels 210 and corner modules 200 are required to be installed, 2 risers may be provided, and corresponding connection holes connected to the corner modules 200 are provided on the outer sides of the two risers, where the number of risers and the positions of the connection holes may be set according to actual test requirements, so as to satisfy multiple test requirements.
As shown in fig. 1 and fig. 2, in some embodiments, when a steering test is required, the steering measurement device 130 may perform the test, where more than one detecting arm 132 is provided with a position sensor 133, and the position change of the detecting arm 132 may be obtained by the data of the position sensor 133, so as to obtain the data such as the steering angle of the wheel 210.
In some embodiments, as shown in fig. 1 and 2, when a road surface simulation test is required, the road surface simulation test can be performed by the road surface simulation test device 140, where the road surface test device includes a support base 141, a bump 142, and a driving mechanism 143, where the driving mechanism 143 can drive the support base 141 to rotate, and the bump 142 on the support base 141 can act on the wheel 210, so as to simulate the road surface simulation test.
Therefore, the application can acquire the change of the steering angle of the wheel 210 through the position sensor 133 so as to perform steering measurement of the wheel 210, drive the lug 142 to move through the driving mechanism 143 so as to act on the wheel 210, and can be used for simulating the road surface simulation test, and simultaneously can also perform fatigue test, namely the steering measurement device 130 and the road surface simulation test device 140 work simultaneously to perform fatigue test. The angle module test bench 100 can perform various tests, is compact in structure, simple and convenient to operate, suitable for angle modules 200 with different specifications, various in test method, and capable of evaluating various performance indexes of the angle modules 200.
In some embodiments, as shown in fig. 3, the detecting arm 132 includes a mounting seat 1321, a vertical arm 1322 and a cross arm 1323, which are hinged in sequence, the mounting seat 1321 is fixedly connected with the base 111, and the chuck 131 is hinged with the other end of the cross arm 1323. In some embodiments, the mounting block 1321 is axially hinged to the vertical arm 1322 by a pin, the vertical arm 1322 is axially hinged to the horizontal arm 1323 by a pin, the horizontal arm 1323 is axially hinged to the chuck 131 by a pin, and the horizontal arm 1323 is also hinged to the chuck 131 by a ball joint. In other embodiments, the number of the position sensors 133 is two, and the position sensors are respectively arranged at the hinge of the vertical arm 1322 and the mounting seat 1321 and the hinge of the vertical arm 1322 and the cross arm 1323. Thus, when the wheel 210 is turned to change the positions of the chuck 131 and the detection arm 132, the change in the turning angle of the wheel 210 can be obtained by the position sensor 133 provided at the hinge of the vertical arm 1322 and the horizontal arm 1323 and the position sensor 133 provided at the hinge of the vertical arm 1322 and the mount 1321. By providing the position sensor 133 at the hinge point between the vertical arm 1322 and the test bed 110 and at the hinge point between the vertical arm 1322 and the horizontal arm 1323, the rotation angle change value of the wheel 210 can be obtained by means of conversion, correction, or the like.
As shown in fig. 1 and 3, in some embodiments, the hinge axes of the cross arm 1323 and the vertical arm 1322 and the other end of the vertical arm 1322 are parallel to each other and to the X direction with the hinge axis of the mount 1321, that is, the initial state of the wheel is parallel to the X direction. When the wheel 210 turns to drive the chuck 131 and the detecting arm 132 to change in position, the rotation plane of the cross arm 1323 around the hinge shaft with the vertical arm 1322 and the rotation plane of the vertical arm 1322 around the hinge shaft with the mounting seat 1321 are mutually parallel, so that the position change of the hinge point between the vertical arm 1322 and the experimental platform and the hinge point between the vertical arm 1322 and the cross arm 1323 can be conveniently obtained through the position sensor 133, the situation that the cross arm 1323 and the vertical arm 1322 change in multiple directions is avoided, and therefore, the rotation angle change value of the wheel 210 can be obtained through conversion, correction and other modes, and the final result can be conveniently calculated.
As shown in fig. 1 and 3, in some embodiments, three detecting arms 132 are provided, the mounting seats 1321 of the three detecting arms 132 are arranged side by side along the extending direction of the hinge shaft, the chuck 131 is coaxially arranged with the wheel 210, and the chuck 131 is provided with three hinge positions which are distributed at intervals and located on the same circumference. The controller 150 acquires corresponding signals to indicate the steering mechanism of the angle module 200 to work, the steering mechanism of the angle module 200 drives the wheels 210 to steer, the wheels 210 steer to drive three groups of detection arms 132 and more than three groups of detection arms 132 to correspondingly rotate, the positions of the hinge points of the three groups of detection arms 132 and more than three groups of detection arms 132 can correspondingly change simultaneously, at the moment, the position sensors 133 on the hinge points of the three groups of detection arms 132 can acquire corresponding hinge point position changes, the hinge points of the vertical arms 1322 and the cross arm 1323 are 3, the hinge points of the vertical arms 1322 and the test platform 110 are 3, and as the three points determine a plane, the relative positions of the two planes can be determined through the position data of the 6 position sensors 133, so that the change of the steering angle of the wheels 210 can be obtained, and in addition, the steering speed of the wheels 210 can be obtained through the speed of the relative position changes of the two planes.
In order to obtain the steering angle of the angle module 200, corresponding angle deflection data can be obtained by detecting the position change of the hinge position of the arm 132 set, and since the arm 132 set is connected with the chuck 131, the chuck 131 is connected with the wheel 210, under the condition that the wheel 210 is steered, the steering of the wheel 210 can drive the position change of the corresponding joint point of the arm 132 set, and meanwhile, corresponding position data can be obtained by the position sensor 133, so as to obtain the steering angle of the wheel 210.
As shown in fig. 1 and 3, in some embodiments, the initial position of the cross arm 1323 may be a horizontal state, and in the case of steering the wheel 210, the hinge point of the cross arm 1323 and the vertical arm 1322 may be changed relatively, so that the change of the steering angle of the wheel 210 may be calculated by the position data of the corresponding 6 position sensors 133. In other embodiments, other conditions may exist for the initial position of the bridge 1323, such as the initial position of the bridge 1323 being disposed at an angle to the horizontal after installation.
When the rotation angle of the corresponding angle module 200 is obtained, the plane determined by the 3 points of the hinge points of the vertical arm 1322 and the test platform 110 is the initial plane, the plane determined by the hinge points of the vertical arm 1322 and the cross arm 1323 is the first plane, the plane determined by the hinge points of the vertical arm 1322 and the cross arm 1323 after the wheel is turned is the second plane, and the angle of the second plane relative to the first plane and the initial plane after the wheel is turned is converted to obtain the wheel turning angle, so that the change of the turning angle of the wheel 210 can be obtained, and in addition, the turning speed of the wheel 210 can be obtained through the speed of the change of the relative position.
As shown in fig. 1 and 3, in some embodiments, the chuck 131 is a three-jaw chuck 131, and the chuck 131 includes a disc body and three jaws 1311 provided to the disc body, the disc body being coupled to corresponding mounting holes of the wheel 210 by fasteners, and the jaws 1311 being hinged to the cross arm 1323.
As shown in fig. 1 and 3, in some embodiments, the cross arms 1323 of the three detection arms 132 are all the same in length, the vertical arms 1322 of each set of detection arms 132 are all the same in length, and the height of the mounting seat 1321 of the detection arm 132 located in the middle is greater than the height of the mounting seats 1321 of the detection arms 132 located on both sides. The vertical arms 1322 of each group of detection arms 132 have the same length, and the cross arms 1323 of each group of detection arms 132 are the same, so that the steering angle of the wheel 210 can be calculated at the later stage, and the related data can be processed and converted at the later stage.
In some embodiments, the support base 141 includes tracks and drive and driven shafts drivingly connected to the tracks, and the drive mechanism 143 drives the drive shaft in rotation, in some embodiments the tracks are rigid tracks. In some embodiments, to facilitate installation of the steering measurement device 130 and the road surface simulation test device 140, multiple sets of mounting grooves are provided on the base 111, and the sets of detection arms 132 and the driving mechanism 143 may be placed in the corresponding mounting grooves and fixedly connected by fasteners.
In some embodiments, as shown in fig. 1, the drive mechanism 143 is not operated and the track is not required to run when only basic performance tests such as the rotational angle and steering speed of the angle module 200 are required.
As shown in fig. 1, in some embodiments, the width of the crawler belt is larger than the diameter of the wheel 210, so that the wheel 210 is not suspended when the wheel 210 turns, and the crawler belt can better support the wheel 210 without affecting the test performance and the test result due to the suspension of the wheel 210.
In order to simulate the operation of the corner module 200 in a dynamic road environment such as vibration and impact, the track is provided with a plurality of removable and spaced lugs 142, and the lugs 142 are provided on the track to be used as a simulation test of the road environment in some embodiments, as shown in fig. 1.
As shown in fig. 1, in some embodiments, the plurality of bumps 142 are vertically disposed along the transmission direction of the track, and during the process of driving the track by the driving mechanism 143, the bumps 142 vertically disposed along the transmission direction on the track can simulate the operation of the corner module 200 in dynamic road environments such as vibration and impact under the condition of no-pass vehicle speed, so that the stability and reliability of the corner module 200 can be verified.
As shown in FIG. 1, in other embodiments, two adjacent bumps 142 may have the same or different heights, and when the heights of the other adjacent bumps 142 are the same, the two adjacent bumps may be used to simulate the operation of the corner module 200 in the same dynamic road environment, and when the heights of the two adjacent bumps 142 are different, the two adjacent bumps may be used to simulate the operation of the corner module 200 in different dynamic road environments.
In some embodiments, as shown in fig. 1, due to the limited length of the track, the density of the bump 142 can be represented by the speed of the track driven by the driving mechanism 143, when the road surface impact frequency needs to be simulated to be higher, the motor speed in the driving mechanism 143 can be correspondingly higher, so that the bump 142 can be simulated to be arranged more densely, and when the road surface impact frequency needs to be simulated to be lower, the motor speed in the driving mechanism 143 can be correspondingly lower, so that the bump 142 can be simulated to be arranged more sparsely.
In some embodiments, as shown in fig. 1, the bumps 142 may be laid using a rubber-like deceleration strip for use in road environment simulation tests.
In other embodiments, as shown in fig. 1, the bump 142 can be detached from the crawler belt without performing a test of the angle module 200 under dynamic road conditions such as vibration and impact, that is, the bump 142 is convenient to be detached, and meanwhile, the test of the performance related to the angle module 200 under different conditions can be satisfied, so that the operation is simple, and additional replacement of the crawler belt and other devices is not required.
As shown in fig. 1,2 and 5, in some embodiments, the test bench further includes a load mass 190 provided to the body simulator 120 and a load cell 160 provided to the suspension connection of the corner module 200. The relevant performance of the corner module 200 may be tested by the load cell 160. In some embodiments, the load carrying capacity test of the corner module 200 may be performed by mounting a multi-axis load cell 160 at each hinge point of the suspension of the corner module 200, and selecting an appropriate weight of the load carrying mass 190 based on load carrying verification requirements, to test the load carrying capacity of the structure when the corner module 200 is loaded. The weight of the loading mass 190 may be set according to the load bearing capacity of each wheel 210 and the actual condition of the entire vehicle.
In some embodiments, as shown in fig. 1 and 2, the test bench further includes a loading mass 190 provided on the body simulator 120, where the loading mass 190 is used to simulate sprung mass, and different sized masses may be provided according to the requirements of the test piece, and fixed to the body simulator 120 to simulate real single-wheel unsprung and sprung mass conditions during testing.
In some embodiments, as shown in fig. 4, the test bench further includes a suspension travel sensor 170 and an acceleration sensor, the suspension travel sensor 170 being provided to the suspension of the vehicle body simulator 120 and/or the corner module 200, and the acceleration sensor being provided to the shock absorber of the corner module 200. The performance of the corner module 200 may be tested by the suspension travel sensor 170 and the load mass 190, and the weight of the load mass 190 may be set according to the load capacity of each wheel 210 and the actual condition of the vehicle. In some embodiments, when the rigidity test is performed, the suspension stroke sensor 170 may be disposed on the mounting frame 112, the suspension system of the corner module 200 is compressed by disposing the load mass 190 on the vehicle body simulator 120, the suspension of the corner module 200 may jump up and down, the stroke of the corner module 200 may change during the jumping up and down, and the rigidity of the suspension system of the corner module 200 may be obtained by the weight of the load mass 190 and the suspension stroke change. Stiffness k=mg/h, m is the load mass, h is the suspension travel.
In some embodiments, the test bench further includes data acquisition, such as by configuring the multi-axis load sensor 160 at each suspension connection point, the multi-axis load sensor 160 being electrically connected to the controller 150, the controller 150 acquiring data, such as force, displacement, deflection, etc., of the angle module 200 during testing in real time, and performing data analysis to generate a test report.
In some embodiments, the controller 150 is responsible for automated operation of the entire test stand, including the setting, execution, and monitoring of test programs. According to the characteristics and requirements of different corner modules 200, proper test items and parameters are selected, and the test bed is started to perform automatic test and store and manage test data.
In some embodiments, the test bench further includes an angle module control for controlling steering of the steering mechanism of the angle module 200, the angle module control being electrically connected to the controller 150, the angle module control being configured to control a steering power unit of the angle module 200 to be tested, and to enable steering force loading, thereby driving the wheels 210 to steer. The steering force loading device includes a steering motor and a steering reduction mechanism, and the steering motor is electrically connected with the controller 150.
Thus, the corner module test stand 100 of the embodiment of the present application may perform the following test experiments:
1. Static performance testing, including load carrying capacity, stiffness, etc. of the corner module 200;
In carrying out the load bearing capacity test of the corner module 200, the load bearing capacity of the structure when the corner module 200 is loaded can be tested by installing the multi-axis load sensor 160 at each hinge point of the suspension of the corner module 200 and selecting the appropriate weight of the load balancing mass 190 according to the load bearing verification requirement. The weight of the loading mass 190 may be set according to the load bearing capacity of each wheel 210 and the actual condition of the entire vehicle.
When the rigidity test is performed, the suspension stroke sensor 170 can be arranged on the mounting frame 112, the suspension system of the angle module 200 is compressed by arranging the load mass block 190 on the vehicle body simulation piece 120, the suspension of the angle module 200 can jump up and down, the stroke of the angle module 200 can be changed in the process of jumping up and down, and the rigidity of the suspension system of the angle module 200 can be obtained through the weight of the load mass block 190 and the suspension stroke change. Stiffness k=mg/h, m is the load mass, h is the suspension travel.
2. Basic performance tests, including wheel 210 turning angle, wheel end steering speed, steering control accuracy, wheel end steering response time and the like;
When the steering control precision test is carried out, the tested piece is turned to the power unit, the steering power unit comprises a steering motor, a motor controller 150 and a steering speed reducing mechanism, and meanwhile, a corner sensor is integrated, and the deviation between a corner signal detected by the steering motor controller 150 and a corner rated value in a corner module control piece control system is the steering control precision.
When the wheel end steering time test is performed, a motor enable signal is sent from the steering motor controller 150, and the steering response time is obtained from the time when the dynamic detection arm 132 tests the steering angle signal of the wheel 210.
3. The road simulation test comprises the stability and reliability of the simulation angle module 200 under dynamic environments such as vibration, impact and the like;
The caterpillar tracks run at different speeds by paving the road surface simulation bumps 142 on the caterpillar track surface, so as to simulate the working performance of the angle module 200 under dynamic road surface environments such as vibration, impact and the like under the non-passing speed, and verify the stability and reliability of the angle module 200.
4. Fatigue testing, namely evaluating the performance attenuation condition of the angle module 200 under continuous operation for a long time;
The steering force loading device and the road surface counter force simulation loading device are used for simultaneously applying steering and road surface impact loads to the adding module, so that the performance attenuation condition of the angle module 200 under long-time continuous operation is verified, and the performance attenuation condition of the angle module 200 under long-time operation is judged by simulating a continuous rotation angle, running the road simulation at a certain speed for a certain time and judging the damage and fracture condition of parts and the performance attenuation condition of a shock absorbing component structural member.
5. Suspension system tuning optimization, namely, examining vibration isolation conditions of the angle module 200 suspension system through sprung speed sensors and unsprung speed sensors.
And (3) performing suspension system performance adjustment optimization based on the test bench, and inhibiting negative effects caused by unsprung mass.
The corner module test bench 100 provided by the embodiment of the application has the advantages of compact structure, simplicity and convenience in operation, suitability for corner modules 200 with different specifications, various test methods, high automation degree, high test efficiency and accurate and reliable test data, and can comprehensively evaluate various performance indexes of the corner modules 200.
In the present application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" indicate orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.
In the present application, unless explicitly specified and limited otherwise, the terms "connected," "fixed" and the like are to be construed broadly, and for example, "fixed" may be a fixed connection, may be a removable connection or an integral body, may be a mechanical connection or an electrical connection, may be a direct connection or may be an indirect connection through an intermediary, and may be a communication between two elements or an interaction relationship between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
Furthermore, descriptions such as those referred to as "first," "second," and the like, are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implying an order of magnitude of the indicated technical features in the present disclosure. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
Although embodiments of the present application have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the application as defined by the appended claims and their equivalents.
Claims (10)
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| Application Number | Priority Date | Filing Date | Title |
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| CN202411160722.3A CN119043738A (en) | 2024-08-22 | 2024-08-22 | Angle module test bench |
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| CN202411160722.3A CN119043738A (en) | 2024-08-22 | 2024-08-22 | Angle module test bench |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119533915A (en) * | 2025-01-22 | 2025-02-28 | 中汽研汽车检验中心（天津）有限公司 | Working condition durability test method, device and electronic equipment of wheel hub motor corner module |
| CN119901513A (en) * | 2025-04-02 | 2025-04-29 | 山东中农云信息科技有限公司 | A shock absorbing stroke detection device for agricultural machinery suspension |
-
2024
- 2024-08-22 CN CN202411160722.3A patent/CN119043738A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN119533915A (en) * | 2025-01-22 | 2025-02-28 | 中汽研汽车检验中心（天津）有限公司 | Working condition durability test method, device and electronic equipment of wheel hub motor corner module |
| CN119901513A (en) * | 2025-04-02 | 2025-04-29 | 山东中农云信息科技有限公司 | A shock absorbing stroke detection device for agricultural machinery suspension |
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