CN215726846U

CN215726846U - Loading system and test equipment for automobile chassis simulation road test

Info

Publication number: CN215726846U
Application number: CN202120664355.6U
Authority: CN
Inventors: 朱志华; 宋盈盈; 徐佐; 刘强; 刘春海; 尹志高; 朱英伟
Original assignee: CITIC Dicastal Co Ltd
Current assignee: CITIC Dicastal Co Ltd
Priority date: 2021-04-01
Filing date: 2021-04-01
Publication date: 2022-02-01
Anticipated expiration: 2031-04-01

Abstract

The utility model belongs to the technical field of automobile chassis suspension system tests, and provides a loading system and test equipment for an automobile chassis simulation road test, wherein the loading system comprises an inclination angle adjusting component, a vehicle weight loading component, a corner adjusting component and a vertical load loading component, and can simulate and apply various loads borne by a chassis in the actual road driving process of an automobile, so that the consistency of a simulation test result and a real-vehicle test field detection result is ensured; the test equipment also comprises a suspension assembly, an acceleration torque assembly and a rotary drum assembly, can simultaneously test the fatigue durability of the vehicle chassis parts such as wheels and suspensions, has high consistency of test results and test results of a test yard, has universal matching property, can be used for installing and testing the fatigue durability of wheels and suspension systems of various vehicle types, shortens the development period of the whole vehicle and reduces the development cost.

Description

Loading system and test equipment for automobile chassis simulation road test

Technical Field

The application relates to the technical field of automobile chassis suspension system tests, in particular to a loading system and test equipment for an automobile chassis simulation road test.

Background

The fatigue durability road test of the whole automobile chassis belongs to the final link of automobile development, is usually carried out in a professional test yard, needs to use the whole automobile, has high working fatigue strength of test personnel, long period and high test cost, can cause serious development cost and progress loss once the failure of parts occurs, and therefore, before the whole automobile road test, the reliability verification of automobile chassis parts and system level needs to be carried out in a laboratory.

In order to verify the fatigue durability of the wheel, radial fatigue, bending fatigue and biaxial fatigue tests simulating road tests are generally adopted in a laboratory for verification, but the bench tests only mount the wheel, the buffer action of a suspension on the load of the wheel is not considered, and the test result has certain deviation from the actual vehicle result. In order to verify the fatigue durability of the automobile chassis system, an axle coupling road simulation test of a quarter suspension system, a half vehicle or the whole chassis can be carried out in a laboratory, but the test is not provided with wheels, the axle head is loaded, the performance of the wheels cannot be inspected, the test has high requirements on iterative evaluation, patch measurement, data analysis and the like, and the test cost is also high.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a loading system and test equipment for automobile chassis simulation road test, can solve the problem in the background art, can simulate and apply various loads that the automobile receives at the actual road in-process chassis of traveling, the fatigue endurance quality of automobile chassis spare such as test wheel and suspension simultaneously, the test result is high with the experimental result uniformity of test yard, and have the wildcard nature, can install and test the wheel of multiple motorcycle type and the fatigue endurance quality of suspension system, the development cycle of whole car has been shortened, the development cost is reduced.

In order to achieve the purpose, the utility model provides the following technical scheme:

in a first aspect, a loading system for an automobile chassis road simulation test is provided, and is characterized in that the loading system comprises a mounting seat, an inclination angle adjusting assembly, a vehicle weight loading assembly, a corner adjusting assembly, a vertical load loading assembly and an adapter plate, wherein the inclination angle adjusting assembly is mounted on the mounting seat, the vehicle weight loading assembly is arranged on the inclination angle adjusting assembly, the corner adjusting assembly is arranged on the vehicle weight loading assembly, and the vertical load loading assembly is arranged on the corner adjusting assembly; the adapter plate is used for mounting a suspension assembly and wheels, the adapter plate is vertically and downwards fixed on the corner adjusting assembly, and the vertical load loading assembly acts on the upper end of the adapter plate.

In some embodiments, the tilt angle adjusting assembly comprises a tilt angle L-arm fixing body, a tilt angle rotating shaft and a tilt angle adjusting electric control unit, wherein the tilt angle L-arm fixing body is movably connected to the mounting seat and can rotate around the tilt angle rotating shaft; one end of the inclination angle adjusting electric control unit is movably connected to the mounting seat, the other end of the inclination angle adjusting electric control unit is movably connected with the inclination angle L arm fixing main body, and the inclination angle adjusting electric control unit can drive the inclination angle L arm fixing main body to rotate around the inclination angle rotating shaft; the vehicle weight loading assembly comprises an inclination angle L arm and an inclination angle L arm vertical adjusting electric control unit, a first guide rail which is vertically downward is arranged on the side surface of an inclination angle L arm fixing main body, the inclination angle L arm is arranged on the first guide rail, the inclination angle L arm vertical adjusting electric control unit is arranged on the inclination angle L arm fixing main body, and the inclination angle L arm vertical adjusting electric control unit can drive the inclination angle L arm to move up and down along the first guide rail; the angle adjusting assembly comprises an angle L arm, a first bearing and an angle adjusting electric control unit, the horizontal part of the angle L arm is fixedly connected with the inner ring of the first bearing, the horizontal part of the inclination angle L arm is connected with the outer ring of the first bearing, and the angle adjusting electric control unit is arranged between the angle L arm and the inclination angle L arm and can drive the angle L arm to rotate around the rotating shaft of the angle adjusting electric control unit; the vertical load loading assembly comprises a vertical load hydraulic actuator, and the vertical load hydraulic actuator is fixed on the corner L arm, is positioned vertically above the adapter plate and is connected with the adapter plate; the adapter plate is vertically and downwards fixed on the inner side of the vertical part of the corner L arm.

In some embodiments, the inclination angle adjusting electronic control unit is any one of an electric cylinder, an air cylinder and a hydraulic cylinder.

In some embodiments, the inclination angle L-arm vertical adjustment electric control unit includes a first motor, a first speed reducer, a belt, a first lead screw, and a first slider, and an output end of the first motor is connected to the first lead screw through the first speed reducer and the belt and can drive the first lead screw to rotate; the first sliding block is fixedly connected with the inclination angle L arm, and the first lead screw is matched with the first sliding block.

In some embodiments, the rotation angle adjusting electronic control unit includes a rotation angle motor and a second speed reducer, a housing of the rotation angle motor is fixed on the rotation angle L arm, and an output shaft of the rotation angle motor is fixed on the inclination angle L arm through the second speed reducer.

In some embodiments, a six component force sensor unit is provided between the adapter plate and the inner side of the vertical portion of the corner L-arm, the six component force sensor unit including a base plate, a six component force sensor, and a cover plate, the six component force sensor being disposed intermediate the base plate and the cover plate; the cover plate is provided with a second guide rail, the adapter plate is arranged on the second guide rail, and the adapter plate can move up and down along the second guide rail.

Second aspect in another embodiment of the present application, a test apparatus for a vehicle chassis simulation road test is provided, which includes a loading system for a vehicle chassis simulation road test as described in any one of the above embodiments, and further includes a suspension assembly, an acceleration torque assembly, and a drum assembly, wherein the suspension assembly includes a suspension holder and a quarter-suspension for mounting a wheel, the quarter-suspension is fixed on the suspension holder, and the suspension holder is fixed on the adapter plate; the output end of the acceleration torque component is connected with a transmission shaft of the quarter suspension and is used for driving wheels to rotate in an accelerated mode; the suspension assembly is loadable onto the drum assembly via a wheel.

In some embodiments, the acceleration torque assembly includes a torque shaft driving motor, a reducer, and a torque shaft, an output shaft of the torque shaft driving motor is connected with the torque shaft through the reducer, and the torque shaft is connected with a transmission shaft of the quarter suspension.

In some embodiments, the drum assembly includes a drum, a drum reducer, and a drum motor, an output shaft of the drum motor is connected to a central shaft of the drum through the drum reducer, and the drum motor can drive the drum to rotate.

Compared with the prior art, the utility model has the beneficial effects that:

the utility model provides a loading system and test equipment for a vehicle chassis simulation road test, wherein the loading system comprises an inclination angle adjusting component, a vehicle weight loading component, a corner adjusting component and a vertical load loading component, and can simulate and apply various loads borne by a chassis of a vehicle in the actual road driving process, so that the consistency of a simulation test result and a result detected by an actual vehicle test yard is ensured; the test equipment also comprises a suspension assembly, an acceleration torque assembly and a rotary drum assembly, can simultaneously test the fatigue durability of the vehicle chassis parts such as wheels and suspensions, has high consistency of test results and test results of a test yard, has universal matching property, can be used for installing and testing the fatigue durability of wheels and suspension systems of various vehicle types, shortens the development period of the whole vehicle and reduces the development cost.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a loading system for a simulated road test of an automobile chassis according to the present application.

Fig. 2 is an assembly structure diagram (exploded view) of a loading system for a simulated road test of an automobile chassis according to the present application.

Fig. 3 is a partial structural diagram of an inclination angle L-arm vertical adjustment electronic control unit of a loading system for an automobile chassis simulation road test according to the present application.

Fig. 4 is a schematic structural diagram of a test device for a vehicle chassis road test simulation according to the present application.

Fig. 5 is a schematic structural diagram of a wheel and suspension assembly of a test apparatus for a vehicle chassis road test simulation according to the present application.

Fig. 6 is an assembly structural view (exploded view) of a wheel and suspension assembly of a test apparatus for a simulated road test of an automobile chassis according to the present application.

FIG. 7 is a schematic diagram of an acceleration torque assembly of a test apparatus for a vehicle chassis road test simulation according to the present application.

FIG. 8 is a schematic structural diagram of a drum assembly of a test apparatus for simulating a road test on an automobile chassis according to the present application.

Wherein: 1-loading system, 2-acceleration torque assembly, 3-suspension assembly, 4-rotary drum assembly, 5-wheel, 101-inclination angle adjusting electric control unit, 102-inclination angle rotary shaft, 103-inclination angle L arm fixing body, 104-inclination angle L arm, 105-inclination angle L arm vertical adjusting electric control unit, 106-rotation angle L arm, 107-rotation angle adjusting electric control unit, 108-adapter plate, 109-six component force sensor unit, 110-vertical load hydraulic actuator, 111-mounting seat, 112-first guide rail, 113-first motor, 114-first speed reducer, 115-belt, 116-first screw rod, 117-first slide block, 118-first bearing, 119-rotation angle motor, 120-second guide rail, 121-second guide rail, 201-torque shaft driving motor, 202-reducer, 203-torque shaft, 302-brake disc, 303-brake disc cover plate, 304-brake caliper, 305-hub bearing, 306-transmission shaft, 307-steering knuckle, 308-damper and spring, 309-upper front control arm, 310-upper rear control arm, 311-lower front control arm, 312-lower rear control arm, 313-toe control arm, 314-suspension fixing frame, 401-rotary drum, 402-rotary drum reducer and 403-rotary drum motor.

Detailed Description

The terms "first," "second," "third," and "fourth," etc. in the description and claims of this application and in the accompanying drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.

Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Example 1:

in embodiment 1 of the present invention, a loading system for an automobile chassis road test simulation is provided, and as shown in fig. 1, the loading system includes a mounting seat 111, an inclination angle adjusting assembly, a vehicle weight loading assembly, a corner adjusting assembly, a vertical load loading assembly, and an adapter plate 108. The inclination angle adjusting assembly is installed on the installation seat 111, the vehicle weight loading assembly is arranged on the inclination angle adjusting assembly, the corner adjusting assembly is arranged on the vehicle weight loading assembly, and the vertical load loading assembly is arranged on the corner adjusting assembly. The adapter plate 108 is used for mounting the suspension assembly 3 and the wheel 5, the adapter plate 108 is vertically fixed downwards on the corner adjusting assembly, and the vertical load loading assembly acts on the upper end of the adapter plate 108.

As shown in fig. 1-2, the tilt angle adjusting assembly includes a tilt angle L-arm fixing body 103, a tilt angle rotating shaft 102, and a tilt angle adjusting electronic control unit 101, wherein the tilt angle L-arm fixing body 103 is movably connected to the mounting base 111 and can rotate around the tilt angle rotating shaft 102, as shown in fig. 2, the tilt angle L-arm fixing body 103 is fixed to the tilt angle rotating shaft 102, and the tilt angle rotating shaft 102 is fixed to the mounting base 111 through bearings and bearing fixing bases at two ends thereof. One end of the inclination angle adjusting electric control unit 101 is movably connected to the mounting base 111, the other end of the inclination angle adjusting electric control unit 101 is movably connected to the inclination angle L arm fixing main body 103, and the inclination angle adjusting electric control unit 101 can drive the inclination angle L arm fixing main body 103 to rotate around the inclination angle rotating shaft 102. The inclination angle adjusting electronic control unit 101 is an electric cylinder (which may also be an air cylinder or a hydraulic cylinder).

As shown in fig. 1-2, the vehicle weight loading assembly includes an inclination L-arm 104 and an inclination L-arm vertical adjustment electronic control unit 105, a first guide rail 112 facing vertically downward is disposed on a side surface of the inclination L-arm fixing body 103, the inclination L-arm 104 is disposed on the first guide rail 112, the inclination L-arm vertical adjustment electronic control unit 105 is disposed in a groove formed on the inclination L-arm fixing body 103, and the inclination L-arm vertical adjustment electronic control unit 105 can drive the inclination L-arm 104 to move up and down along the first guide rail 112. As shown in fig. 2-3, the inclination L-arm vertical adjustment electronic control unit 105 includes a first motor 113, a first speed reducer 114, a belt 115, a first lead screw 116, and a first slider 117, an output end of the first motor 113 is connected to the first lead screw 116 through the first speed reducer 114 and the belt 115, and can drive the first lead screw 116 to rotate, the first slider 117 is fixedly connected to the inclination L-arm 104, and the first lead screw 116 is engaged with the first slider 117.

The angle adjusting assembly comprises an angle L arm 106, a first bearing 118 and an angle adjusting electronic control unit 107, wherein the horizontal part of the angle L arm 106 is fixedly connected with the inner ring of the first bearing 118, and the horizontal part of the inclination angle L arm 104 is connected with the outer ring of the first bearing 118. The rotation angle adjusting electronic control unit 107 is disposed between the rotation angle L arm 106 and the inclination angle L arm 104, and can drive the rotation angle L arm 106 to rotate around a rotation shaft of the rotation angle adjusting electronic control unit 107. The corner adjusting electronic control unit 107 includes a corner motor 119 and a second speed reducer 120, a housing of the corner motor 119 is fixed to the corner L-arm 106, and an output shaft of the corner motor 119 is fixed to the tilt L-arm 104 through the second speed reducer 120.

The vertical load loading assembly includes a vertical load hydraulic actuator 110, and the vertical load hydraulic actuator 110 is fixed to the corner L-arm 106, vertically above the adapter plate 108, and connected to the adapter plate 108. The adapter plate 108 is fixed vertically downward inside the vertical portion of the corner L-arm 106.

A six-component sensor unit 109 is provided between the adapter plate 108 and the inside of the vertical portion of the corner L-arm 106, and includes a bottom plate, a six-component sensor, and a cover plate, with the six-component sensor being disposed between the bottom plate and the cover plate. The cover plate is provided with a second guide rail 121, the adapter plate 108 is arranged on the second guide rail 121, and the adapter plate 108 can move up and down along the second guide rail 121.

In the loading system for the automobile chassis simulation road test provided in this embodiment 1, the inclination angle adjusting electronic control unit 101 adjusts the rotation angle of the inclination angle L-arm fixing body 103 around the inclination angle rotating shaft 102, so that the inclination angle of the tested real vehicle suspension assembly 3 is the same as that of a real vehicle; the inclination angle L arm vertical adjustment electric control unit 105 adjusts the vertical displacement of the inclination angle L arm 104, the vertical load hydraulic actuator 110 adjusts the vertical displacement of the adapter plate 108, and it is ensured that a preload equal to the weight of the real vehicle is applied to the tested real vehicle wheel 5 and the suspension assembly 3 within the reasonable stroke range of the vertical load hydraulic actuator 110; the corner adjusting electronic control unit 107 drives the corner L arm 106 to rotate, adjusts the corner of the wheel 5, simulates the working condition that the real vehicle turns on the road, and applies lateral load to the tested wheel and the suspension system; the vertical load hydraulic actuator 110 applies a vertical load which is transmitted to the tested wheel 5 and the suspension assembly 3 through the adapter plate 108, and the vertical load borne by a real vehicle due to road jolt when the real vehicle runs on a road is simulated. The loading system in the embodiment 1 can simulate various loads borne by the chassis of the automobile in the actual road driving process, and the consistency of the simulation test result and the detection result of the actual vehicle test yard is ensured.

Example 2

In the present embodiment, a test apparatus for a vehicle chassis road simulation is provided, as shown in fig. 4, including the loading system 1, the acceleration torque assembly 2, the suspension assembly 3, and the drum assembly 4 in embodiment 1. The suspension assembly 3 comprises a suspension holder 314 and a quarter suspension for mounting the wheel 5, said quarter suspension being fixed to said suspension holder 314, said suspension holder 314 being fixed to the adapter plate 108 of said loading system 1. The output end of the acceleration torque assembly 2 is connected with a transmission shaft 306 of the quarter suspension for driving a wheel 5 (including a hub and a tire) to rotate. The suspension assembly 3 can be loaded onto the drum assembly 4 by means of wheels 5.

As shown in fig. 7, the acceleration torque assembly 2 includes a torque shaft driving motor 201, a speed reducer 202, and a torque shaft 203, an output shaft of the torque shaft driving motor 201 is connected to the torque shaft 203 through the speed reducer 202, and the torque shaft 203 is connected to a transmission shaft of the quarter suspension.

As shown in fig. 5-6, the quarter suspension of the tested real vehicle suspension assembly 3 comprised a disc rotor 302, a disc rotor cover plate 303, a brake caliper 304, a hub bearing 305, a propeller shaft 306, a knuckle 307, a damper and spring 308, an upper front control arm 309, an upper rear control arm 310, a lower front control arm 311, a lower rear control arm 312, a toe control arm 313, and a suspension mounting clamp 314. Brake disc 302, brake disc cover plate 303, brake caliper 304, hub bearing 305, propeller shaft 306, knuckle 307, damper and spring 308, upper front control arm 309, upper rear control arm 310, lower front control arm 311, lower rear control arm 312, toe control arm 313 are all original vehicle accessories of a certain type of car.

The suspension fixing frame 313 is designed according to the assembly size of a real vehicle, the tire of the wheel 5 is inflated to the normal tire pressure, and the brake disc 302, the brake disc cover plate 303, the brake caliper 304, the hub bearing 305, the transmission shaft 306, the steering knuckle 307, the damper and spring 308, the upper front control arm 309, the upper rear control arm 310, the lower front control arm 311, the lower rear control arm 312 and the toe type control arm 313 of the wheel 5 are installed on the suspension fixing frame 314 according to the assembly relation of the real vehicle to assemble the tested real vehicle wheel 5 and the suspension assembly 3.

The suspension fixing jig 313 is connected to the wheel and suspension system adapter plate 108 by bolts. A guide rail is provided on a cover plate of the six-component force sensor unit 109, and the wheel and suspension system adapter plate 108 is connected to the six-component force sensor unit 109 through the guide rail. The base plate of the six-component force sensor unit 109 is bolted to one side of the corner L-arm 106. A vertical load hydraulic actuator 110 is fixed to the corner L-arm 106 vertically above the wheel and suspension system adapter plate 108 and is connected to the wheel and suspension system adapter plate 108.

The inclination angle L arm 104 is connected with the rotation angle L arm 106 through a rotation angle adjusting electric control unit 107, the first bearing 118 is a four-point contact ball bearing, a rotating shaft of the rotation angle adjusting electric control unit 107 and an outer ring of the four-point contact ball bearing are fixed on the inclination angle L arm 104, an inner ring of the four-point contact ball bearing and an outer shell of the rotation angle adjusting electric control unit 107 are connected with the rotation angle L arm 106, a rotation angle motor 119 of the rotation angle adjusting electric control unit 107 drives the inner ring of the four-point contact ball bearing to rotate through a second speed reducer 120, and therefore the rotation angle L arm 106 is driven to rotate around the inclination angle L arm 104 (namely the rotating shaft of the rotation angle motor 119), and different rotating angles of the wheel 5 during automobile turning are simulated.

A first guide rail is arranged on one side surface of the inclination angle L arm fixing main body 103, the inclination angle L arm 104 is connected with the inclination angle L arm fixing main body 103 through the first guide rail, the inclination angle L arm vertical adjustment electric control unit 105 is arranged in the inclination angle L arm fixing main body 103, a first motor 113 of the inclination angle L arm vertical adjustment electric control unit 105 outputs power to drive a first lead screw 116 to rotate through a first speed reducer 114 and a belt 115, the first lead screw 116 is matched with a first sliding block 117, and the first sliding block 117 is connected with the inclination angle L arm 104, so that the first motor 113 can drive the inclination angle L arm 104 to move up and down along the guide rail on the inclination angle L arm fixing main body 103, and the wheels 5 are pressed on the rotary drum 401 according to the condition that a real vehicle bears self weight.

An inclination angle rotating shaft 102 is installed below the inclination angle L arm fixing main body 103, an inclination angle adjusting electric control unit 101 is installed on one side of the inclination angle L arm fixing main body 103, and an output end of the inclination angle adjusting electric control unit 101 drives the inclination angle L arm fixing main body 103 to rotate around the inclination angle rotating shaft 102, so that a camber angle of the same size as that of a vertical surface of a real vehicle is formed on a wheel 5 of the suspension assembly 3 finally tested according to the camber angle of the real vehicle through the inclination angle L arm 104, the corner L arm 106, the six-component force sensor unit 109 and the adapter plate 108 which are connected.

As shown in fig. 8, the drum assembly 4 includes a drum 401, a drum reducer 402, and a drum motor 403, the drum motor 403 drives the drum 401 to rotate, the material of the drum 401 is carbon steel Q345, an output shaft of the drum motor 403 is connected to a central shaft of the drum 401 through the drum reducer 402 and drives the drum 401 to rotate, and the state of the wheel 5 running straight on the road is restored. When the wheel 5 is loaded on the drum 401, the drum 401 rotates to drive the wheel 5 to rotate.

The acceleration torque module 2 comprises a torque shaft driving motor 201, a speed reducer 202 and a torque shaft 203, wherein the torque shaft 203 is connected with a transmission shaft 306 of a quarter suspension of the tested suspension assembly 3, and the output torque of the torque shaft driving motor 201 drives the wheels 5 to rotate in an acceleration mode through the speed reducer 202, the torque shaft 203 and the transmission shaft 306.

In the test equipment for the automobile chassis simulation road test in the embodiment 2, the tested real automobile wheel 5 and the wheel suspension system 3 are fixed on the adapter plate 108 of the loading system 1 during the test; the inclination angle adjusting electronic control unit 101 adjusts the rotation angle of the inclination angle L arm fixing main body 103 around the inclination angle rotating shaft 102, so that the inclination angle of the tested real vehicle suspension assembly 3 is the same as that of a real vehicle; the inclination angle L arm vertical adjustment electric control unit 105 adjusts the vertical displacement of the inclination angle L arm 104, the vertical load hydraulic actuator 110 adjusts the vertical displacement of the adapter plate (108), and the preload equal to the weight of a real vehicle is applied to the tested suspension assembly 3 within the reasonable stroke range of the vertical load hydraulic actuator 110; the rotary drum rotates to drive the wheels 5 to rotate, so that the tested wheels 5 and the suspension assembly 3 can simulate the working condition of straight running of a real vehicle on a road; the corner adjusting electronic control unit 107 drives the corner L arm 106 to rotate, adjusts the corner of the wheel 5, simulates the working condition that the real vehicle turns on the road, and applies lateral load to the tested wheel and the suspension system; the vertical load hydraulic actuator 110 applies a vertical load, the vertical load is transmitted to the tested suspension assembly 3 and the tested wheel 5 through the adapter plate 108, and the vertical load borne by a real vehicle due to road jolt when the real vehicle runs on a road is simulated; the acceleration torque assembly 2 applies acceleration torque to the wheel 5 through the transmission shaft 306, simulates the working condition of an actual vehicle running on a road in an acceleration mode, and applies longitudinal load to the tested suspension assembly 3 and the wheel 5.

The test equipment for the automobile chassis road test simulation in the embodiment 2 includes the following steps when the automobile chassis road test simulation test is performed.

1. And determining test parameters. The test object is a left rear wheel and a suspension system of a certain car, the camber angle of the wheel is 1.594 degrees, the self weight of the car is 2145kg, the full-load weight of the car is 2825kg, and the target load file is a road load spectrum which is automatically acquired.

2. The tested wheel and suspension system was assembled. Wheels 5, brake discs 302, brake disc covers 303, brake calipers 304, hub bearings 305, propeller shafts 306, knuckles 307, dampers and springs 308, upper front control arms 309, upper rear control arms 310, lower front control arms 311, lower rear control arms 312, toe type control arms 313 of a certain model of car are commercially available. 4 strain gauges are adhered to the spoke, the wheel center, the outer rim and the inner rim of the wheel. The wheel hub and the tire are assembled into a wheel 5, the tire is inflated to a tire pressure of 200kPa, and the wheel 5 and the suspension assembly 3 are assembled into a tested real vehicle wheel 5 and suspension assembly 3 by being mounted on the suspension fixing frame 314 according to the original vehicle assembly relation.

3. The tested wheel and suspension system was mounted to a loading system. The suspension holder 314 of the tested real vehicle suspension assembly 3 is connected to the adapter plate 108 by bolts.

4. A six-component force sensor is arranged on a wheel. A six-component force sensor is mounted on the hub of the wheel 5.

5. The camber angle is adjusted. The inclination angle adjusting electronic control unit 101 drives the inclination angle L-arm fixing body 103 to rotate 1.594 ° around the inclination angle rotating shaft 102, so as to drive the wheel and tire assembly 301 to generate a camber angle of 1.594 °.

6. And applying a vertical load of the vehicle weight. The inclination angle L-arm vertical adjustment electronic control unit 105 brings the inclination angle L-arm 104 to move down along the guide rail on the inclination angle L-arm fixing body 103, so that the wheel and tire assembly 301 is pressed on the rotary drum 401, and a vertical load equal to 706.25kg of a quarter full-load vehicle weight is generated.

7. The load file is applied. And starting the rotation angle adjusting electric control unit 107, the vertical load hydraulic actuator 110 and the acceleration torque assembly 2, applying lateral load, vertical load and acceleration torque to the tested real vehicle wheel and suspension system 3 according to the target load file, and collecting strain signals of strain gauges adhered to the wheels.

8. And calculating the damage. And (4) carrying out statistical analysis on the strain amplitude and the accumulated frequency, and calculating the actually measured wheel damage value corresponding to the standard (amplitude) S-N (frequency) -curve.

Comparative example 1: road simulation test of the wheel.

The same type of wheel tire assembly as in example 2 was selected, a strain gauge in the same position as in example 2 was attached to the wheel, a road simulation test of the wheel was performed on a road simulation testing machine, the same target load file as in example 2 was applied, a strain signal during loading was collected, and a damage value of the wheel was calculated.

Example 2 and comparative example 1 selected the same wheel and tire assembly and target load file for comparability. The test data obtained in example 2 and comparative example 1 are compared in table 1, and the results are shown below:

table 1 test results of example 2 and comparative example 1

Test group	Strain gage 1 damage number	Strain gage	2 damage number	Strain gage	3 damage number	Strain gage 4 damage number
							Example 2	1.2	1.2	1.4	1.2
Comparative example 1	1.2	1.3	1.5	1.3

It can be seen from the test results that the test result of the automobile chassis simulation road test performed by the test equipment for the automobile chassis simulation road test of the utility model has high consistency with the wheel damage result measured on the conventional road simulation test machine under the same wheel tire assembly and target load file.

The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the above description of the embodiments is only provided to help understand the method and the core concept of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A loading system for an automobile chassis simulation road test is characterized by comprising a mounting seat, an inclination angle adjusting component, a vehicle weight loading component, a corner adjusting component, a vertical load loading component and an adapter plate, wherein the inclination angle adjusting component is mounted on the mounting seat, the vehicle weight loading component is arranged on the inclination angle adjusting component, the corner adjusting component is arranged on the vehicle weight loading component, and the vertical load loading component is arranged on the corner adjusting component; the adapter plate is used for mounting a suspension assembly and wheels, the adapter plate is vertically and downwards fixed on the corner adjusting assembly, and the vertical load loading assembly acts on the upper end of the adapter plate.

2. The loading system for the automobile chassis simulation road test as claimed in claim 1, wherein the inclination angle adjusting assembly comprises an inclination angle L-arm fixing body, an inclination angle rotating shaft and an inclination angle adjusting electric control unit, wherein the inclination angle L-arm fixing body is movably connected to the mounting base and can rotate around the inclination angle rotating shaft; one end of the inclination angle adjusting electric control unit is movably connected to the mounting seat, the other end of the inclination angle adjusting electric control unit is movably connected with the inclination angle L arm fixing main body, and the inclination angle adjusting electric control unit can drive the inclination angle L arm fixing main body to rotate around the inclination angle rotating shaft;

the vehicle weight loading assembly comprises an inclination angle L arm and an inclination angle L arm vertical adjusting electric control unit, a first guide rail which is vertically downward is arranged on the side surface of an inclination angle L arm fixing main body, the inclination angle L arm is arranged on the first guide rail, the inclination angle L arm vertical adjusting electric control unit is arranged on the inclination angle L arm fixing main body, and the inclination angle L arm vertical adjusting electric control unit can drive the inclination angle L arm to move up and down along the first guide rail;

the angle adjusting assembly comprises an angle L arm, a first bearing and an angle adjusting electric control unit, the horizontal part of the angle L arm is fixedly connected with the inner ring of the first bearing, the horizontal part of the inclination angle L arm is connected with the outer ring of the first bearing, and the angle adjusting electric control unit is arranged between the angle L arm and the inclination angle L arm and can drive the angle L arm to rotate around the rotating shaft of the angle adjusting electric control unit;

the vertical load loading assembly comprises a vertical load hydraulic actuator, and the vertical load hydraulic actuator is fixed on the corner L arm, is positioned vertically above the adapter plate and is connected with the adapter plate; the adapter plate is vertically and downwards fixed on the inner side of the vertical part of the corner L arm.

3. The loading system for the automobile chassis simulation road test as claimed in claim 2, wherein the inclination angle adjustment electronic control unit is any one of an electric cylinder, an air cylinder and a hydraulic cylinder.

4. The loading system for the automobile chassis simulation road test is characterized in that the inclination angle L arm vertical adjustment electric control unit comprises a first motor, a first speed reducer, a belt, a first lead screw and a first slide block, wherein the output end of the first motor is connected with the first lead screw through the first speed reducer and the belt and can drive the first lead screw to rotate; the first sliding block is fixedly connected with the inclination angle L arm, and the first lead screw is matched with the first sliding block.

5. The loading system for the automobile chassis road test simulator as defined in claim 2, wherein the rotation angle adjusting electronic control unit comprises a rotation angle motor and a second speed reducer, a housing of the rotation angle motor is fixed on the rotation angle L-arm, and an output shaft of the rotation angle motor is fixed on the inclination angle L-arm through the second speed reducer.

6. The loading system for the automobile chassis simulation road test as recited in claim 2, wherein a six component force sensor unit is provided between the adapter plate and the inner side of the vertical portion of the corner L-arm, the six component force sensor unit including a base plate, a six component force sensor, and a cover plate, the six component force sensor being disposed intermediate the base plate and the cover plate; the cover plate is provided with a second guide rail, the adapter plate is arranged on the second guide rail, and the adapter plate can move up and down along the second guide rail.

7. A test apparatus for a vehicle chassis simulation road test, characterized by comprising a loading system for a vehicle chassis simulation road test as set forth in any one of claims 1 to 6, further comprising a suspension assembly, an acceleration torque assembly and a drum assembly, the suspension assembly comprising a suspension holder and a quarter suspension for mounting a wheel, the quarter suspension being fixed to the suspension holder, the suspension holder being fixed to the adapter plate; the output end of the acceleration torque component is connected with a transmission shaft of the quarter suspension and is used for driving wheels to rotate in an accelerated mode; the suspension assembly is loadable onto the drum assembly via a wheel.

8. The test equipment for the automobile chassis road test simulator according to claim 7, wherein the acceleration torque assembly comprises a torque shaft driving motor, a speed reducer and a torque shaft, an output shaft of the torque shaft driving motor is connected with the torque shaft through the speed reducer, and the torque shaft is connected with a transmission shaft of the quarter suspension.

9. The test equipment for the automobile chassis simulation road test is characterized in that the rotary drum assembly comprises a rotary drum, a rotary drum speed reducer and a rotary drum motor, an output shaft of the rotary drum motor is connected with a central shaft of the rotary drum through the rotary drum speed reducer, and the rotary drum motor can drive the rotary drum to rotate.