A subframe suspension point durability device for simulating motor inertia

Abstract

The utility model relates to a kind of for simulating motor inertia auxiliary frame suspension point endurance device, including front suspension, rear suspension, simulation motor device, auxiliary frame and main frame, front suspension is fixedly installed with rear suspension on simulation motor device, simulation motor device is installed in main frame by auxiliary frame, simulation motor device left and right sides are respectively installed with I-shaped flange, I-shaped flange other side is respectively connected telescopic welding type universal coupling, coupling other end is fixedly installed on the loading block of simulation tire rotation mass block, the loading block is installed on counterforce wall one by bearing, the lower end of the loading block is fixedly installed actuating cylinder by actuating cylinder front connecting plate, actuating cylinder other end is fixed on counterforce wall two by actuating cylinder rear connecting plate, counterforce wall one, counterforce wall two and main frame are fixed on steel platform;The utility model can simulate the mechanical impact and inertial load caused by drive motor assembly, and sample piece is more convenient to replace, save the time in test process.

Description

[Technical Field]

[0001] This utility model relates to the field of automotive parts technology, specifically a subframe suspension point durability device for simulating motor inertia. [Background Technology]

[0002] In electric and hybrid vehicles, the drive motor replaces the traditional internal combustion engine, becoming the primary source of vibration and power. The operating characteristics of an electric motor differ significantly from those of an internal combustion engine, especially during start-up, acceleration, deceleration, and energy recovery, generating rapid and substantial torque changes. These torque changes are transmitted to the subframe through the suspension system, inflicting complex dynamic impact and inertial loads on the subframe mounting points. The structural durability of the subframe mounting points directly affects the vehicle's NVH (noise, vibration, and harshness) performance, safety, and reliability. Inadequate design or verification can lead to serious problems such as mounting point cracking, loosening of connecting bolts, or even breakage. Therefore, accurately, efficiently, and reliably simulating these complex inertial loads of the motor in a laboratory environment to conduct durability testing on the subframe mounting points has become a crucial aspect of electric vehicle R&D and verification.

[0003] Currently, servo hydraulic actuator simulation systems primarily use multiple servo hydraulic actuators to directly apply programmed load spectra (obtained from actual road surface data analysis and processing) to the subframe mounting points or related connecting structures, simulating the dynamic effects of motor inertial forces. Mass-flywheel inertia simulation devices mainly use a drive motor to accelerate or decelerate a flywheel or mass block with a specific moment of inertia. The inertia of the rotating body generates a reaction torque, which is then applied to the subframe mounting points via a transmission mechanism (such as connecting rods or crankshafts). This method attempts to "reproduce" real inertial effects.

[0004] In motor-driven reverse-drive test benches (including real motor or mechanical inertia simulation), using a real motor as the load involves mounting a real drive motor (as the load motor) on the test bench via a support structure, and connecting its output shaft to the suspension system on the subframe under test. By precisely controlling the torque and speed curves of the load motor, it operates according to realistic driving cycles (such as rapid acceleration, emergency braking, energy recovery, etc.), thereby generating highly realistic inertial torque and load on the subframe. This is one of the most faithful solutions currently available. Electrical inertia simulation is a technique used in some advanced systems that combines a motor with a control system to simulate different moments of inertia, replacing traditional mechanical flywheels and providing more flexible inertia matching capabilities.

[0005] Advanced axle-coupled road simulation test systems are currently the most integrated and advanced testing solutions. For example, the MTS329MS road simulation test bench can not only simulate multi-dimensional excitations from the road surface, but also integrate steering input, powertrain load (including motor inertial load) and load input from the subframe mounting points. Through high-frequency iterative control up to 80Hz and multiple actuation channels (up to 17 channels), it can more comprehensively reproduce the complex load environment that the subframe mounting points bear during actual road driving, which is caused by the coupling of multiple factors such as motor inertia, road surface unevenness, and steering.

[0006] While existing technical solutions have provided some support for the durability verification of subframe mounting points, they also have some common drawbacks and challenges:

[0007] (1) Insufficient dynamic response and accuracy: For servo hydraulic actuator systems, which are essentially "force control", it is difficult to perfectly reproduce the high-frequency and transient impact characteristics brought about by the inertial torque of the real motor. There are phase lag and waveform distortion problems, which affect the accuracy of the test. The response frequency and control accuracy of the mass block-flywheel system are usually low, making it difficult to execute complex high-frequency load spectra.

[0008] (2) Poor system flexibility and adaptability: The mechanical flywheel-based scheme has a fixed simulated inertia. If different vehicle models or motor models (corresponding to different rotor rotation inertia) are to be tested, the flywheel or mass block needs to be replaced, which is very time-consuming and labor-intensive and lacks flexibility. Many test benches are designed for specific subframes, and the universality of the fixtures may be poor. After changing the test piece, the adjustment and calibration workload is large.

[0009] (3) Low energy efficiency: When simulating huge impact loads, the servo hydraulic system requires the servo valve to open very wide and output huge power instantly, but a lot of energy is actually consumed in the internal friction, heat generation and overflow of the hydraulic system, resulting in very high energy consumption; most systems do not have energy recovery function, and the operating cost is very high, especially for long-term durability testing.

[0010] (4) High cost and complexity: High-fidelity solutions, such as anti-tow test benches with real motors and multi-axis road simulation systems, have very high initial investment costs; the construction, calibration and operation and maintenance of these complex systems require professional senior engineers, and the technical threshold is high; iterative testing of complex test benches takes time (to obtain accurate drive signals) and may also prolong the testing cycle.

[0011] (5) Safety risks: Especially for test benches containing high-speed rotating components (flywheel, drive shaft, real motor rotor), a mechanical connection failure (such as breakage) may lead to a serious safety accident, requiring extremely high protective measures.

[0012] (6) Difference between simulation and reality: Even the most advanced laboratory test benches cannot perfectly reproduce all the complex factors in the real world (such as various environmental conditions, material aging, manufacturing deviations, etc.); there will always be a certain simulation error, which needs to be evaluated and accepted through correlation analysis between the test field and the laboratory. [Utility Model Content]

[0013] The purpose of this invention is to address the aforementioned shortcomings by providing a subframe suspension point durability device for simulating motor inertia. This device can simulate the mechanical shock and inertial load brought about by the drive motor assembly, and the sample replacement is convenient, saving time in the testing process.

[0014] To achieve the above objectives, a subframe suspension point durability device for simulating motor inertia is designed, comprising a front suspension 18, a rear suspension 16, a simulated motor device 10, a subframe 11, and a main frame 3. The front suspension 18 and the rear suspension 16 are mounted and fixed on the simulated motor device 10. The simulated motor device 10 is mounted within the main frame 3 via the subframe 11. I-shaped flange 14 and I-shaped flange 2 15 are respectively installed on the left and right sides of the simulated motor device 10. The other sides of the I-shaped flange 14 and I-shaped flange 2 15 are respectively connected to telescopic welded universal couplings. 17. The other end of the telescopic welded universal coupling 17 is fixedly mounted on the loading block 5 of the simulated tire rotation mass block. The loading block 5 of the simulated tire rotation mass block is mounted on the reaction wall 1 201 via the bearing 9. The lower end of the loading block 5 of the simulated tire rotation mass block is fixedly mounted on the actuating cylinder 4 via the actuating cylinder front connecting plate 6. The other end of the actuating cylinder 4 is fixedly mounted on the actuating cylinder rear connecting plate 12. The actuating cylinder rear connecting plate 12 is fixed on the reaction wall 2 202. The reaction wall 1 201, the reaction wall 2 202 and the main frame 3 are all fixed on the steel platform 1.

[0015] Furthermore, the front of the analog motor device 10 is provided with a front suspension mounting point 20, and the front suspension 18 is fixed to the front suspension mounting point 20 by bolts. The left and right sides of the rear of the analog motor device 10 are provided with rear suspension mounting points 21, and the rear suspension 16 is fixed to the rear suspension mounting points 21 by bolts.

[0016] Furthermore, the simulated motor device 10 is provided with an I-shaped flange mounting point 22, and I-shaped flange one 14 and I-shaped flange two 15 are fixedly connected through the I-shaped flange mounting point 22. The I-shaped flange mounting point 22 is located at the rear suspension mounting point 21. One side flange of the I-shaped flange one 14 and I-shaped flange two 15 is provided with an I-shaped flange and simulated motor device mounting hole 27, and the other side flange is provided with an I-shaped flange and coupling mounting through hole 28. The simulated motor device 10 and the telescopic welded universal coupling 17 are connected through these two holes respectively.

[0017] Furthermore, the subframe 11 is mounted on the main frame 3 via subframe mounting points 29. The subframe mounting points 29 are symmetrically arranged in the main frame 3, and each subframe mounting point 29 has an L-shaped structure with triangular baffles at its left and right ends. The base plate of the subframe mounting point 29 is provided with subframe mounting holes, through which the subframe 11 is fixedly mounted. The side plate of the subframe mounting point 29 is provided with main frame mounting holes, through which the main frame 3 is fixedly connected.

[0018] Furthermore, one end of the telescopic welded universal coupling 17 located on the left and right sides is fastened to one end of the I-shaped flange 14 and the I-shaped flange 15 by bolts, and the other end of the telescopic welded universal coupling 17 located on the left and right sides is respectively installed and fixed to the connecting plate 19 of the loading block 5 of the simulated tire rotation mass block by bolts.

[0019] Furthermore, the loading block 5 of the simulated tire rotation mass block is provided with a bearing and connecting plate mounting hole 23 and a bearing and simulated tire rotation mass block loading block mounting hole 24, and the bearing 9 and the connecting plate 19 are connected as one unit through these two holes; the connecting plate 19 is provided with a connecting plate and bearing mounting hole 25 and a connecting plate and coupling mounting hole 26, and the bearing 9 and the telescopic welded universal coupling 17 are connected as one unit through these two holes.

[0020] Furthermore, a support block 7 and a support plate 8 are provided between the bearing 9 and the reaction wall 201. The support block 7 and the support plate 8 are fixed to the reaction wall 201 by bolts. The bearing 9 is fixed to the center of the loading block 5 of the simulated tire rotation mass block by bolts and is connected to the reaction wall 201 through the support block 7 and the support plate 8.

[0021] Furthermore, the rear connecting plate 12 of the actuating cylinder is located at the horizontal position of the actuating cylinder 4, and the rear connecting plate 12 of the actuating cylinder is fastened to the support plate 2 13 by bolts. The support plate 2 13 is fixedly installed on the reaction wall 2 202.

[0022] Compared with the prior art, this utility model has the following advantages:

[0023] (1) In the process of achieving the target torque, this utility model uses a flexible bushing and a simulated motor mass block (motor mass + simulated half-shaft mass = actual vehicle mass) to move from the flexible stage of suspension to the rigid contact stage. Throughout the entire motion cycle, it simulates the mechanical impact and inertial load brought by the drive motor assembly to achieve a powertrain impact effect similar to that of an actual vehicle.

[0024] (2) The present invention has a simple and reliable structure. In the stage of rapid development of new energy vehicles, this device provides a fast and effective verification method, and provides a solution for rapid verification of suspension point durability for the rapid development of new energy vehicles. The sample replacement is convenient, saving time in the test process. At the same time, the flexible connection can more realistically simulate the state of the real vehicle.

[0025] (3) The present invention installs and fixes the actuator cylinder to the lower end of the loading block of the simulated tire rotation mass block by means of the actuator cylinder front connecting plate, applies the load required for the test to the simulated tire rotation mass block, so as to simulate the load of the tire contacting the ground in the X direction, drive the half shaft simulation device and the simulation motor device to rotate through the bearing at the wheel center position, thereby realizing the loading of the Z direction load of the suspension point, thereby achieving the test purpose of the Z direction durability of the subframe suspension point. [Image Description]

[0026] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0027] Figure 2 This is a top view of the structure of this utility model;

[0028] Figure 3 This is a schematic diagram of the structure of the analog motor device of this utility model;

[0029] Figure 4 This is a side view of the simulated motor device of this utility model;

[0030] Figure 5 This is a schematic diagram showing the connection between the simulated motor device and the front and rear suspensions of this utility model;

[0031] Figure 6 This is a schematic diagram of the loading block of the simulated tire rotation mass block of this utility model;

[0032] Figure 7 This is a structural schematic diagram of the I-shaped flange II of this utility model;

[0033] Figure 8 and Figure 9 They are Figure 7 A schematic diagram of the structure on both sides;

[0034] Figure 10 This is a structural schematic diagram of the I-shaped flange of this utility model;

[0035] Figure 11 and Figure 12 They are Figure 10 A schematic diagram of the structure on both sides;

[0036] Figure 13 This is a schematic diagram of the structure of the telescopic welded universal coupling of this utility model;

[0037] Figure 14 This is a schematic diagram of the structure of the connecting plate of this utility model;

[0038] Figure 15 This is a schematic diagram showing the distribution of the subframe mounting points within the main frame of this utility model;

[0039] In the diagram: 1. Steel platform; 201. Reaction wall one; 202. Reaction wall two; 3. Main frame; 4. Actuating cylinder; 5. Loading block simulating tire rotation mass; 6. Front connecting plate of the actuating cylinder; 7. Support block; 8. Support plate; 9. Bearing; 10. Simulated motor device; 11. Subframe; 12. Rear connecting plate of the actuating cylinder; 13. Support plate two; 14. I-beam flange one; 15. I-beam flange two; 16. Rear suspension; 17. Telescopic welded universal coupling 18. Front suspension; 19. Connecting plate; 20. Front suspension mounting point; 21. Rear suspension mounting point; 22. I-beam flange mounting point; 23. Bearing and connecting plate mounting hole; 24. Bearing and simulated tire rotation mass block loading block mounting hole; 25. Connecting plate and bearing mounting hole; 26. Connecting plate and coupling mounting hole; 27. I-beam flange and simulated motor mounting hole; 28. I-beam flange and coupling mounting hole; 29. ​​Subframe mounting point. [Detailed Implementation]

[0040] As attached Figure 1 To be continued Figure 15As shown, this utility model provides a durable device for subframe suspension points used to simulate motor inertia, including a front suspension 18, a rear suspension 16, a simulated motor device 10, a subframe 11, and a main frame 3. The front suspension 18 and the rear suspension 16 are fixedly mounted on the simulated motor device 10. The simulated motor device 10 is mounted in the main frame 3 via the subframe 11. I-shaped flange 14 and I-shaped flange 2 15 are respectively installed on the left and right sides of the simulated motor device 10. The other sides of the I-shaped flange 14 and I-shaped flange 2 15 are respectively connected to telescopic welded universal joints. The other end of the coupling 17, a telescopic welded universal coupling, is fixed to the loading block 5 of the simulated tire slewing mass block. The loading block 5 of the simulated tire slewing mass block is mounted on the reaction wall 1 201 via the bearing 9. The lower end of the loading block 5 of the simulated tire slewing mass block is fixed to the actuating cylinder 4 via the front connecting plate 6 of the actuating cylinder. The other end of the actuating cylinder 4 is fixed to the rear connecting plate 12 of the actuating cylinder. The rear connecting plate 12 of the actuating cylinder is fixed to the reaction wall 2 202. The reaction wall 1 201, the reaction wall 2 202 and the main frame 3 are all fixed to the steel platform 1.

[0041] Among them, a support block 7 and a support plate 8 are provided between the bearing 9 and the reaction wall 201. The support block 7 and the support plate 8 are fixed to the reaction wall 201 by bolts. The bearing 9 is fixed to the center of the loading block 5 of the simulated tire rotation mass block by bolts and is connected to the reaction wall 201 by the support block 7 and the support plate 8. The actuating cylinder rear connecting plate 12 is located at the horizontal position of the actuating cylinder 4. The actuating cylinder rear connecting plate 12 is fastened to the support plate 13 by bolts. The support plate 13 is fixedly installed on the reaction wall 202.

[0042] The front of the analog motor device 10 is provided with a front suspension mounting point 20, and the front suspension 18 is fixed to the front suspension mounting point 20 by bolts. The left and right sides of the rear of the analog motor device 10 are provided with rear suspension mounting points 21, and the rear suspension 16 is fixed to the rear suspension mounting points 21 by bolts. The analog motor device 10 is provided with an I-shaped flange mounting point 22, and I-shaped flange 14 and I-shaped flange 25 are fixedly connected through the I-shaped flange mounting point 22. The I-shaped flange mounting point 22 is located at the rear suspension mounting point 21. One side of the flange of I-shaped flange 14 and I-shaped flange 25 is provided with an I-shaped flange and analog motor device mounting hole 27, and the other side of the flange is provided with an I-shaped flange and coupling mounting through hole 28. The analog motor device 10 and the telescopic welded universal coupling 17 are connected through these two holes respectively. The telescopic welded universal coupling 17 is used to compensate for the relative position change during the movement, so as to accurately apply the loading force to the target value.

[0043] One end of the telescopic welded universal coupling 17 located on the left and right sides is fastened to one end of the I-shaped flange 14 and the I-shaped flange 15 by bolts. The other end of the telescopic welded universal coupling 17 located on the left and right sides is respectively bolted to the connecting plate 19 of the loading block 5 of the simulated tire rotation mass block. The loading block 5 of the simulated tire rotation mass block is provided with a bearing and connecting plate mounting hole 23 and a bearing and simulated tire rotation mass block loading block mounting hole 24, and the bearing 9 and the connecting plate 19 are connected as one unit through these two holes. The connecting plate 19 is provided with a connecting plate and bearing mounting hole 25 and a connecting plate and coupling mounting hole 26, and the bearing 9 and the telescopic welded universal coupling 17 are connected as one unit through these two holes.

[0044] The subframe 11 is mounted on the main frame 3 through the subframe mounting points 29. The subframe mounting points 29 are arranged symmetrically in the front, back, left and right within the main frame 3. The subframe mounting points 29 have an L-shaped structure and triangular baffles at the left and right ends. The base plate of the subframe mounting points 29 is provided with subframe mounting holes, and the subframe 11 is fixedly mounted through the subframe mounting holes. The side plate of the subframe mounting points 29 is provided with main frame mounting holes, and the main frame 3 is fixedly connected through the main frame mounting holes.

[0045] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0046] The subframe suspension point durability device simulating motor inertia mainly includes the following parts: steel platform 1, reaction wall 1 201, reaction wall 2 202, main frame 3, actuator cylinder 4, loading block simulating tire rotation mass block 5, actuator cylinder front connecting plate 6, support block 7, support plate 8, bearing 9, simulated motor device 10, subframe 11, actuator cylinder rear connecting plate 12, support plate 2 13, I-shaped flange 14, I-shaped flange 2 15, rear suspension 16, telescopic welded universal coupling 17, front suspension 18, and connecting plate 19.

[0047] This utility model discloses a subframe suspension point durability device for simulating motor inertia. The actuator cylinder 4 is installed and fixed to the lower end of the loading block 5 of the simulated tire rotational mass block via the actuator cylinder front connecting plate 6. The load required for the test is applied to the simulated tire rotational mass block 5 to simulate the load of the tire contacting the ground in the X direction. The load is driven by the bearing at the wheel center position to rotate the half-shaft simulation device and the simulated motor device 10, thereby realizing the loading of the suspension point Z direction load, thus achieving the test purpose of the subframe suspension point Z direction durability.

[0048] The installation steps of this utility model are as follows:

[0049] 1. First, install and fix the front mount 18 and the rear mount 16 to the analog motor device 10 with M10 bolts to assemble them into a whole;

[0050] 2. Secure the assembled front suspension, rear suspension, and analog motor assembly to the subframe 11 using three M16 bolts;

[0051] 3. Secure the assembled subframe assembly to the main frame 3 using four M16 bolts;

[0052] 4. Secure the I-shaped flange 14 and the I-shaped flange 25 to the analog motor device 10 with eight M16 bolts respectively;

[0053] 5. Then, fasten one end of the SWC150 BH type standard telescopic welded universal coupling on the left and right sides to one end of the I-shaped flange 14 and I-shaped flange 15 installed on the motor simulation device with M10 bolts.

[0054] 6. Secure the other ends of the SWC150 BH type standard telescopic welded universal couplings on the left and right sides to the loading block 5 connecting plate 19 of the simulated tire rotation mass block using M10 bolts.

[0055] 7. Adjust the support block 7 and support plate 8 to be horizontal with the SWC150 BH type standard telescopic welded universal coupling on the left and right sides respectively, and fix them to the reaction wall 201 with twelve M16 bolts;

[0056] 8. Secure bearing 9 to loading block 5 of the simulated tire rotation mass block with M16 bolts, and then connect it to reaction wall 1;

[0057] 9. Secure the reaction wall 201 and the main frame 3 to the steel platform 1 using clamps, bolts, and nuts;

[0058] 10. Adjust the rear connecting plate 12 and the second support plate 13 of the actuating cylinder to a horizontal position with the actuating cylinder, and then tighten them with bolts;

[0059] 11. Finally, fix the reaction wall 202 to the steel platform 1 with pressure blocks and bolts.

[0060] The working principle of this utility model is as follows: The actuating cylinder 4 is installed and fixed to the lower end of the loading block of the simulated tire rotational mass block, applying an X-direction load (as shown in the attached diagram) to the simulated tire rotational mass block. Figure 1 The applied X-axis load drives the simulated half-shaft device to rotate through the bearing 9 at the center of the simulated tire rotation mass block; finally, the rotating simulated half-shaft device drives the suspension point on the simulated motor device to perform Z-axis durability testing on the subframe, simulating the dynamic mechanical impact and inertial load generated by the suspension point on the subframe under Z-axis load.

[0061] The contents not described in detail in this specification are existing technologies known to those skilled in the art. The standard parts used can be purchased from the market, and the irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the existing technology. The machinery, parts and equipment adopt conventional models in the existing technology, and the circuit connection adopts conventional connection methods in the existing technology, which will not be described in detail here.

[0062] This utility model is not limited to the above-described embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of this utility model shall be considered equivalent substitutions and shall be included within the protection scope of this utility model.

Claims

1. A subframe suspension point durability device for simulating motor inertia, comprising a front suspension (18), a rear suspension (16), a motor simulation device (10), a subframe (11), and a main frame (3), characterized in that: The front mount (18) and rear mount (16) are fixedly mounted on the simulated motor device (10). The simulated motor device (10) is mounted in the main frame (3) via a subframe (11). I-shaped flange one (14) and I-shaped flange two (15) are respectively mounted on the left and right sides of the simulated motor device (10). The other side of the I-shaped flange one (14) and I-shaped flange two (15) are respectively connected to a telescopic welded universal coupling (17). The other end of the telescopic welded universal coupling (17) is fixedly mounted on the simulated tire rotation mass. On the loading block (5) of the block, the loading block (5) of the simulated tire rotation mass block is mounted on the reaction wall one (201) through the bearing (9). The lower end of the loading block (5) of the simulated tire rotation mass block is fixed to the actuation cylinder (4) through the front connecting plate (6) of the actuation cylinder. The other end of the actuation cylinder (4) is fixed to the rear connecting plate (12) of the actuation cylinder. The rear connecting plate (12) of the actuation cylinder is fixed to the reaction wall two (202). The reaction wall one (201), the reaction wall two (202) and the main frame (3) are all fixed to the steel platform (1).

2. The subframe suspension point durability device for simulating motor inertia as described in claim 1, characterized in that: The analog motor device (10) has a front suspension mounting point (20) at the front, and the front suspension (18) is fixed to the front suspension mounting point (20) by bolts. The analog motor device (10) has rear suspension mounting points (21) on both the left and right sides at the rear, and the rear suspension (16) is fixed to the rear suspension mounting point (21) by bolts.

3. The subframe suspension point endurance device for simulating motor inertia of claim 1, wherein: The analog motor device (10) is provided with an I-shaped flange mounting point (22), and I-shaped flange one (14) and I-shaped flange two (15) are fixedly connected through the I-shaped flange mounting point (22). The I-shaped flange mounting point (22) is located at the rear suspension mounting point (21). One side flange of the I-shaped flange one (14) and I-shaped flange two (15) is provided with an I-shaped flange and analog motor device mounting hole (27), and the other side flange is provided with an I-shaped flange and coupling mounting through hole (28). The analog motor device (10) and the telescopic welded universal coupling (17) are connected through these two holes respectively.

4. The subframe suspension point endurance device for simulating motor inertia of claim 1, wherein: The subframe (11) is mounted on the main frame (3) through the subframe mounting point (29). The subframe mounting point (29) is arranged symmetrically in the main frame (3) in the front, back and left and right. The subframe mounting point (29) has an L-shaped structure and triangular baffles are encapsulated at the left and right ends. The bottom plate of the subframe mounting point (29) is provided with a subframe mounting hole, and the subframe (11) is fixedly mounted through the subframe mounting hole. The side plate of the subframe mounting point (29) is provided with a main frame mounting hole, and the main frame (3) is fixedly connected through the main frame mounting hole.

5. The subframe suspension point endurance device for simulating motor inertia of claim 1, wherein: One end of the telescopic welded universal coupling (17) located on the left and right sides is fastened to one end of the I-shaped flange (14) and the I-shaped flange (15) by bolts. The other end of the telescopic welded universal coupling (17) located on the left and right sides is respectively installed and fixed to the connecting plate (19) of the loading block (5) of the simulated tire rotation mass block by bolts.

6. The subframe suspension point endurance device for simulating motor inertia of claim 5, wherein: The loading block (5) of the simulated tire rotation mass block is provided with a bearing and connecting plate mounting hole (23) and a bearing and simulated tire rotation mass block loading block mounting hole (24), and the bearing (9) and the connecting plate (19) are connected as one unit through these two holes; the connecting plate (19) is provided with a connecting plate and bearing mounting hole (25) and a connecting plate and coupling mounting hole (26), and the bearing (9) and the telescopic welded universal coupling (17) are connected as one unit through these two holes.

7. The subframe suspension point durability device for simulating motor inertia as described in any one of claims 1 to 6, characterized in that: A support block (7) and a support plate (8) are provided between the bearing (9) and the first reaction wall (201). The support block (7) and the support plate (8) are fixed to the first reaction wall (201) by bolts. The bearing (9) is fixed to the center of the loading block (5) of the simulated tire rotation mass block by bolts, and is connected to the first reaction wall (201) by the support block (7) and the support plate (8).

8. The subframe suspension point endurance device for simulating motor inertia of any one of claims 1 to 6, characterized in that: The actuating cylinder rear connecting plate (12) is located at the horizontal position of the actuating cylinder (4). The actuating cylinder rear connecting plate (12) is fastened to the support plate two (13) by bolts. The support plate two (13) is fixedly installed on the reaction wall two (202).

Images