A loading system and test equipment for simulating road tests of an automotive chassis

Abstract

The present invention belongs to the technical field of automotive chassis suspension system testing, and provides a loading system and test equipment for simulating road tests of automotive chassis. The loading system includes an inclination angle adjustment component, a vehicle weight loading component, a steering angle adjustment component, and a vertical load loading component, which can simulate and apply various loads on the chassis during actual road driving of the vehicle, ensuring the consistency between the simulation test results and the results of on-vehicle test track detection; the test equipment also includes a suspension component, an acceleration torque component, and a drum component, which can simultaneously test the fatigue and durability performance of automotive chassis components such as wheels and suspensions. The test results are highly consistent with those of test track tests, and have universality, and can install and test the fatigue and durability performance of wheels and suspension systems of multiple vehicle models, shortening the development cycle of the whole vehicle and reducing the development cost.

Description

Technical Field

[0001] This application relates to the technical field of automotive chassis suspension system tests, and particularly to a loading system and test equipment for simulating road tests of automotive chassis. Background Art

[0002] The fatigue durability road test of the entire automotive chassis belongs to the final link of vehicle development. It is usually carried out at a professional test track, requiring the use of a whole vehicle. The test personnel have a high fatigue intensity and a long cycle, and the test cost is high. Once component failure occurs, it will cause serious losses in development costs and progress. Therefore, before conducting the whole vehicle road test, it is necessary to conduct reliability verification at the component and system levels of the automotive chassis in the laboratory.

[0003] To verify the fatigue durability performance of wheels, generally, radial fatigue, bending fatigue, and biaxial fatigue tests for simulating road tests are used for verification in the laboratory. However, in these bench tests, only the wheels are installed, and the buffering effect of the suspension on the loads received by the wheels is not considered, resulting in a certain deviation between the test results and the actual vehicle results. To verify the fatigue durability performance of the automotive chassis system, quarter-suspension system, half-vehicle, or full-chassis axle-coupled road simulation tests can be carried out in the laboratory. However, the tests do not install wheels and load at the axle head, so the wheel performance cannot be investigated, and the tests have high requirements for iterative evaluation, patch measurement, data analysis, etc., and the test costs are also high. Summary of the Invention

[0004] The embodiments of this application provide a loading system and test equipment for simulating road tests of automotive chassis, which can solve the problems in the background art, can simulate and apply various loads received by the chassis during actual road driving of the vehicle, and simultaneously test the fatigue durability performance of automotive chassis components such as wheels and suspensions. The test results have a high consistency with those of the test track tests, and have universality, and can install and test the fatigue durability performance of wheels and suspension systems of multiple vehicle models, shortening the development cycle of the whole vehicle and reducing the development cost.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] In a first aspect, a loading system for simulating road tests of automotive chassis is provided, characterized in that the loading system includes a mounting base, an inclination angle adjustment component, a vehicle weight loading component, a steering angle adjustment component, a vertical load loading component, and an adapter plate. The inclination angle adjustment component is installed on the mounting base, the vehicle weight loading component is disposed on the inclination angle adjustment component, the steering angle adjustment component is disposed on the vehicle weight loading component, and the vertical load loading component is disposed on the steering angle adjustment component; the adapter plate is used for installing a suspension component and a wheel, the adapter plate is vertically fixed downward on the steering angle adjustment component, and the vertical load loading component acts on the upper end of the adapter plate.

[0007] In some embodiments, the inclination angle adjustment assembly includes an inclination angle L-arm fixing body, an inclination angle rotating shaft, and an inclination angle adjustment electronic control unit. The inclination angle L-arm fixing body is movably connected to the mounting seat and can rotate around the inclination angle rotating shaft. One end of the inclination angle adjustment electronic control unit is movably connected to the mounting seat, and the other end is movably connected to the inclination angle L-arm fixing body. The inclination angle adjustment electronic control unit can drive the inclination angle L-arm fixing body to rotate around the inclination angle rotating shaft. The vehicle weight loading assembly includes an inclination angle L-arm and an inclination angle L-arm vertical adjustment electronic control unit. A vertically downward first guide rail is provided on the side surface of the inclination angle L-arm fixing body. The inclination angle L-arm is arranged on the first guide rail. The inclination angle L-arm vertical adjustment electronic control unit is arranged on the inclination angle L-arm fixing body. The inclination angle L-arm vertical adjustment electronic control unit can drive the inclination angle L-arm to move up and down along the first guide rail. The rotation angle adjustment assembly includes a rotation angle L-arm, a first bearing, and a rotation angle adjustment electronic control unit. The horizontal part of the rotation angle L-arm is fixedly connected to the inner ring of the first bearing. The horizontal part of the inclination angle L-arm is connected to the outer ring of the first bearing. The rotation angle adjustment electronic control unit is arranged between the rotation angle L-arm and the inclination angle L-arm and can drive the rotation angle L-arm to rotate around the rotation axis of the rotation angle adjustment electronic control unit. The vertical load loading assembly includes a vertical load hydraulic actuator. The vertical load hydraulic actuator is fixed on the rotation angle L-arm, is vertically above the adapter plate, and is connected to the adapter plate. The adapter plate is vertically fixed to the inner side of the vertical part of the rotation angle L-arm.

[0008] In some embodiments, the inclination angle adjustment electronic control unit is any one of an electric cylinder, a pneumatic cylinder, and a hydraulic cylinder.

[0009] In some embodiments, the inclination angle L-arm vertical adjustment electronic control unit includes a first motor, a first speed reducer, a belt, a first lead screw, and a first slider. The 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 slider is fixedly connected to the inclination angle L-arm. The first lead screw is matched with the first slider.

[0010] In some embodiments, the rotation angle adjustment electronic control unit includes a rotation angle motor and a second speed reducer. The housing of the rotation angle motor is fixed on the rotation angle L-arm. The output shaft of the rotation angle motor is fixed on the inclination angle L-arm through the second speed reducer.

[0011] In some embodiments, a six - component force sensor unit is provided between the adapter plate and the inner side of the vertical part of the corner L - arm. The six - component force sensor unit includes a bottom plate, a six - component force sensor, and a cover plate. The six - component force sensor is arranged between the bottom plate and the cover plate; a second guide rail is provided on the cover plate, and the adapter plate is arranged on the second guide rail, and the adapter plate can move up and down along the second guide rail.

[0012] In another embodiment of the second aspect of the present application, a test device for automotive chassis simulation road test is provided, which includes a loading system for automotive chassis simulation road test described in any of the above embodiments, and further includes a suspension assembly, an acceleration torque assembly, and a drum assembly. The suspension assembly includes a suspension fixing frame and a quarter - suspension for installing wheels. The quarter - suspension is fixed on the suspension fixing frame, and the suspension fixing frame is fixed on the adapter plate; the output end of the acceleration torque assembly is connected to the transmission shaft of the quarter - suspension for driving the wheels to rotate at an accelerated speed; the suspension assembly can be loaded onto the drum assembly through the wheels.

[0013] In some embodiments, the acceleration torque assembly includes a torque - shaft driving motor, a speed reducer, and a torque shaft. The output shaft of the torque - shaft driving motor is connected to the torque shaft through the speed reducer, and the torque shaft is connected to the transmission shaft of the quarter - suspension.

[0014] In some embodiments, the drum assembly includes a drum, a drum speed reducer, and a drum motor. The output shaft of the drum motor is connected to the central shaft of the drum through the drum speed reducer, and the drum motor can drive the drum to rotate.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] The present invention provides a loading system and a test device for automotive chassis simulation road test. The loading system includes an inclination - angle adjustment component, a vehicle - weight loading component, a corner - angle adjustment component, and a vertical - load loading component, which can simulate and apply various loads on the chassis of an automobile during actual road driving, ensuring the consistency between the simulation test results and the results of on - vehicle test field detection; the test device further includes a suspension assembly, an acceleration torque assembly, and a drum assembly, which can simultaneously test the fatigue and durability performance of automotive chassis components such as wheels and suspensions. The test results are highly consistent with the results of test field tests, and have versatility. It can install and test the fatigue and durability performance of wheels and suspension systems of multiple vehicle models, shortening the development cycle of the whole vehicle and reducing the development cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the accompanying drawings required for the description of the embodiments. Obviously, the accompanying drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a schematic structural diagram of a loading system for automotive chassis simulation road test of the present application.

[0019] Figure 2 It is an assembly structure diagram (exploded view) of a loading system for automotive chassis simulation road test of the present application.

[0020] Figure 3 It is a partial structural diagram of the tilt L-arm vertical adjustment electronic control unit of a loading system for automotive chassis simulation road test of the present application.

[0021] Figure 4 It is a schematic structural diagram of a test device for automotive chassis simulation road test of the present application.

[0022] Figure 5 It is a schematic structural diagram of the wheel and suspension assembly of a test device for automotive chassis simulation road test of the present application.

[0023] Figure 6 It is an assembly structure diagram (exploded view) of the wheel and suspension assembly of a test device for automotive chassis simulation road test of the present application.

[0024] Figure 7 It is a schematic structural diagram of the acceleration torque assembly of a test device for automotive chassis simulation road test of the present application.

[0025] Figure 8 It is a schematic structural diagram of the drum assembly of a test device for automotive chassis simulation road test of the present application.

[0026] Wherein: 1 - loading system, 2 - accelerating torque component, 3 - suspension component, 4 - drum component, 5 - wheel, 101 - inclination angle adjustment electronic control unit, 102 - inclination angle rotating shaft, 103 - inclination angle L - arm fixing body, 104 - inclination angle L - arm, 105 - inclination angle L - arm vertical adjustment electronic control unit, 106 - steering angle L - arm, 107 - steering angle adjustment electronic 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 lead screw, 117 - first slider, 118 - first bearing, 119 - steering angle motor, 120 - second speed reducer, 121 - second guide rail, 201 - torque shaft drive 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 - type control arm, 314 - suspension fixing bracket, 401 - drum, 402 - drum speed reducer, 403 - drum motor. Detailed implementation manners

[0027] The terms "first", "second", "third", "fourth", etc. in the description, claims and drawings of this application are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non - exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products or devices.

[0028] Referring to "embodiments" herein means that specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of this application. The phrase appearing at various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0029] Next, the technical solutions in the embodiments of this application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts belong to the scope of protection of this application.

[0030] Embodiment 1:

[0031] In Embodiment 1 of the present invention, a loading system for simulating road tests of an automotive chassis is provided. As shown in Figure 1 , the loading system includes a mounting base 111, an inclination adjustment assembly, a vehicle weight loading assembly, a steering angle adjustment assembly, a vertical load loading assembly, and an adapter plate 108. The inclination adjustment assembly is mounted on the mounting base 111. The vehicle weight loading assembly is disposed on the inclination adjustment assembly. The steering angle adjustment assembly is disposed on the vehicle weight loading assembly. The vertical load loading assembly is disposed on the steering angle adjustment assembly. The adapter plate 108 is used to mount the suspension assembly 3 and the wheel 5. The adapter plate 108 is vertically fixed to the steering angle adjustment assembly. The vertical load loading assembly acts on the upper end of the adapter plate 108.

[0032] As shown in Figure 1-2 , the inclination adjustment assembly includes an inclination L-arm fixing body 103, an inclination rotating shaft 102, and an inclination adjustment electronic control unit 101. The inclination L-arm fixing body 103 is movably connected to the mounting base 111 and can rotate around the inclination rotating shaft 102. As shown in Figure 2 , the inclination L-arm fixing body 103 is fixed to the inclination rotating shaft 102. The inclination rotating shaft 102 is fixed to the mounting base 111 through bearings and bearing fixing seats at both ends thereof. One end of the inclination adjustment electronic control unit 101 is movably connected to the mounting base 111, and the other end is movably connected to the inclination L-arm fixing body 103. The inclination adjustment electronic control unit 101 can drive the inclination L-arm fixing body 103 to rotate around the inclination rotating shaft 102. The inclination adjustment electronic control unit 101 is an electric cylinder (which can also be a pneumatic cylinder or a hydraulic cylinder).

[0033] As shown in Figure 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 is vertically provided on the 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 in the inclination L-arm fixing body 103. 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 Figure 2-3As shown, the inclination angle 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. The output end of the first motor 113 is connected to the first lead screw 116 via 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 angle L-arm 104, and the first lead screw 116 cooperates with the first slider 117.

[0034] The rotation angle adjustment assembly includes a rotation angle L-arm 106, a first bearing 118, and a rotation angle adjustment electronic control unit 107. The horizontal part of the rotation angle L-arm 106 is fixedly connected to the inner ring of the first bearing 118, and the horizontal part of the inclination angle L-arm 104 is connected to the outer ring of the first bearing 118. The rotation angle adjustment electronic control unit 107 is arranged 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 the rotation axis of the rotation angle adjustment electronic control unit 107. The rotation angle adjustment electronic control unit 107 includes a rotation angle motor 119 and a second speed reducer 120. The housing of the rotation angle motor 119 is fixed on the rotation angle L-arm 106, and the output shaft of the rotation angle motor 119 is fixed on the inclination angle L-arm 104 via the second speed reducer 120.

[0035] The vertical load loading assembly includes a vertical load hydraulic actuator 110. The vertical load hydraulic actuator 110 is fixed on the rotation angle L-arm 106, located vertically above the adapter plate 108, and is connected to the adapter plate 108. The adapter plate 108 is vertically and downwardly fixed to the inner side of the vertical part of the rotation angle L-arm 106.

[0036] A six-component force sensor unit 109 is arranged between the adapter plate 108 and the inner side of the vertical part of the rotation angle L-arm 106. The six-component force sensor unit includes a bottom plate, a six-component force sensor, and a cover plate. The six-component force sensor is arranged between the bottom plate and the cover plate. A second guide rail 121 is arranged on the cover plate, and the adapter plate 108 is arranged on the second guide rail 121. The adapter plate 108 can move up and down along the second guide rail 121.

[0037] A loading system for simulating road tests of an automotive chassis provided in Embodiment 1. The inclination angle adjustment electronic control unit 101 adjusts the angle of rotation of the inclination angle L-arm fixing body 103 around the inclination angle rotating shaft 102, so that the inclination angle of the actual vehicle suspension assembly 3 during the test is the same as that of the actual vehicle; the vertical adjustment electronic control unit 105 of the inclination angle L-arm adjusts the vertical displacement of the inclination angle L-arm 104, and the vertical load hydraulic actuator 110 adjusts the vertical displacement of the adapter plate 108 to ensure that a preload equal to the actual vehicle weight is applied to the test actual vehicle wheel 5 and the suspension assembly 3 within the reasonable stroke range of the vertical load hydraulic actuator 110; the rotation angle adjustment electronic control unit 107 drives the rotation angle L-arm 106 to rotate, adjusts the rotation angle of the wheel 5, simulates the working condition of the actual vehicle turning on the road, and applies a lateral load to the test wheel and suspension system; the vertical load hydraulic actuator 110 applies a vertical load, and the vertical load is transmitted to the test wheel 5 and the suspension assembly 3 through the adapter plate 108, simulating the vertical load suffered by the actual vehicle due to road bumps during driving on the road. The loading system in Embodiment 1 can simulate and apply various loads suffered by the chassis of the vehicle during actual road driving, ensuring the consistency between the simulation test results and the results of actual vehicle test site detection.

[0038] Embodiment 2

[0039] In this embodiment, a test device for simulating road tests of an automotive chassis is provided, as Figure 4 shown, 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 includes a suspension fixing frame 314 and a quarter suspension for installing the wheel 5. The quarter suspension is fixed on the suspension fixing frame 314, and the suspension fixing frame 314 is fixed on the adapter plate 108 of the loading system 1. The output end of the acceleration torque assembly 2 is connected to the transmission shaft 306 of the quarter suspension for driving the wheel 5 (including the wheel hub and the tire) to rotate. The suspension assembly 3 can be loaded onto the drum assembly 4 through the wheel 5.

[0040] As Figure 7 shown, the acceleration torque assembly 2 includes a torque shaft drive motor 201, a speed reducer 202, and a torque shaft 203. The output shaft of the torque shaft drive motor 201 is connected to the torque shaft 203 through the speed reducer 202, and the torque shaft 203 is connected to the transmission shaft of the quarter suspension.

[0041] As Figure 5-6As shown in the figure, the quarter suspension of the tested real vehicle suspension assembly 3 includes a brake disc 302, a brake disc cover 303, a brake caliper 304, a wheel hub bearing 305, a drive shaft 306, a steering 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 fixing fixture 314. The brake disc 302, the brake disc cover 303, the brake caliper 304, the wheel hub bearing 305, the drive 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 control arm 313 are all original parts of a certain sedan.

[0042] Design the suspension fixing bracket 313 according to the real vehicle assembly dimensions. Inflate the tire of the wheel 5 to the normal tire pressure. Install the brake disc 302, the brake disc cover 303, the brake caliper 304, the wheel hub bearing 305, the drive 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 control arm 313 onto the suspension fixing bracket 314 according to the assembly relationship of the real vehicle to assemble the tested real vehicle wheel 5 and the suspension assembly 3.

[0043] The suspension fixing fixture 313 is connected to the wheel and suspension system adapter plate 108 by bolts. A guide rail is provided on the cover plate of the six-component force sensor unit 109. The wheel and suspension system adapter plate 108 is connected to the six-component force sensor unit 109 through the guide rail. The bottom plate of the six-component force sensor unit 109 is connected to one side of the corner L-arm 106 by bolts. The vertical load hydraulic actuator 110 is fixed on the corner L-arm 106, located vertically above the wheel and suspension system adapter plate 108, and is connected to the wheel and suspension system adapter plate 108.

[0044] The inclination L-arm 104 and the corner L-arm 106 are connected by a corner adjustment electronic control unit 107. The first bearing 118 is a four-point contact ball bearing. The rotating shaft of the corner adjustment electronic control unit 107 and the outer ring of the four-point contact ball bearing are fixed on the inclination L-arm 104. The inner ring of the four-point contact ball bearing and the housing of the corner adjustment electronic control unit 107 are connected to the corner L-arm 106. The corner motor 119 of the corner adjustment electronic control unit 107 drives the inner ring of the four-point contact ball bearing to rotate through the second reducer 120, thereby driving the corner L-arm 106 to rotate around the inclination L-arm 104 (i.e., the rotating shaft of the corner motor 119) to achieve different angles of rotation of the wheel 5 when simulating an automobile turning.

[0045] On one side of the inclination angle L - arm fixing main body 103, a first guide rail is provided. The inclination angle L - arm 104 is connected to the inclination angle L - arm fixing main body 103 through the first guide rail. The inclination angle L - arm vertical adjustment electronic control unit 105 is placed inside the inclination angle L - arm fixing main body 103. The first motor 113 of the inclination angle L - arm vertical adjustment electronic control unit 105 outputs power to drive the first lead screw 116 to rotate through the first speed reducer 114 and the belt 115. The first lead screw 116 cooperates with the first slider 117, and the first slider 117 is connected to the inclination angle L - arm 104. Thus, 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, so that the wheel 5 presses on the drum 401 according to the self - weight of the actual vehicle.

[0046] An inclination angle rotating shaft 102 is installed below the inclination angle L - arm fixing main body 103. The inclination angle adjustment electronic control unit 101 is installed on one side of the inclination angle L - arm fixing main body 103. The output end of the inclination angle adjustment electronic control unit 101 drives the inclination angle L - arm fixing main body 103 to rotate around the inclination angle rotating shaft 102, and ultimately realizes that the wheel 5 of the tested suspension assembly 3 forms the same included angle with the vertical plane of the actual vehicle according to the included angle of the actual vehicle through the connected inclination angle L - arm 104, rotation angle L - arm 106, six - component force sensor unit 109, and adapter plate 108.

[0047] As Figure 8 As shown in the figure, the drum assembly 4 includes a drum 401, a drum speed 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. The output shaft of the drum motor 403 is connected to the central shaft of the drum 401 through the drum speed reducer 402 and drives the drum 401 to rotate, restoring the state of the wheel 5 moving straight on the road. When the wheel 5 is loaded onto the drum 401, the rotation of the drum 401 can drive the wheel 5 to rotate.

[0048] The acceleration torque module 2 includes a torque shaft drive motor 201, a speed reducer 202, and a torque shaft 203. The torque shaft 203 is connected to the transmission shaft 306 of the quarter - suspension of the tested suspension assembly 3. The torque shaft drive motor 201 outputs torque to drive the wheel 5 to accelerate and rotate through the speed reducer 202, the torque shaft 203, and the transmission shaft 306.

[0049] An experimental device for simulating road tests of an automotive chassis in this Embodiment 2 fixes the test vehicle wheels 5 and the wheel suspension system 3 to the adapter plate 108 of the loading system 1 during testing; the inclination adjustment electronic control unit 101 adjusts the angle of rotation of the inclination L-arm fixing body 103 around the inclination rotation shaft 102 so that the inclination of the test vehicle suspension assembly 3 is the same as that of the vehicle; the vertical adjustment electronic control unit 105 of the inclination L-arm adjusts the vertical displacement of the inclination L-arm 104, and the vertical load hydraulic actuator 110 adjusts the vertical displacement of the adapter plate (108) to ensure that a preload equal to the vehicle weight of the vehicle is applied to the test suspension assembly 3 within the reasonable stroke range of the vertical load hydraulic actuator 110; the rotation of the drum drives the rotation of the wheels 5, so that the test wheels 5 and the suspension assembly 3 realize the working condition of simulating the vehicle driving straight on the road; the corner adjustment electronic control unit 107 drives the rotation of the corner L-arm 106 to adjust the corner of the wheels 5, simulating the working condition of the vehicle turning on the road, and applying a lateral load to the test wheels and the suspension system; the vertical load hydraulic actuator 110 applies a vertical load, and the vertical load is transmitted to the test suspension assembly 3 and the wheels 5 through the adapter plate 108, simulating the vertical load suffered by the vehicle due to road bumps when driving on the road; the acceleration torque assembly 2 applies an acceleration torque to the wheels 5 through the transmission shaft 306, simulating the working condition of the vehicle accelerating on the road, and applying a longitudinal load to the test suspension assembly 3 and the wheels 5.

[0050] When the experimental device for simulating road tests of an automotive chassis in this Embodiment 2 conducts an automotive chassis simulation road test, the following steps are included.

[0051] 1. Determine the test parameters. The test object is the left rear wheel and its suspension system of a certain sedan. The wheel camber angle is 1.594°, the vehicle self-weight is 2145 kg, the full-load vehicle weight is 2825 kg, and the target load file is the road load spectrum collected independently.

[0052] 2. Assemble the test wheels and the suspension system. Purchase the wheels 5, brake discs 302, brake disc covers 303, brake calipers 304, hub bearings 305, transmission shafts 306, steering 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, and toe control arms 313 of a certain sedan in the market. Paste 4 strain gauges on the wheel spokes, wheel centers, outer wheel rims, and inner wheel rims. Assemble the hub and the tire into the wheel 5, inflate the tire to a tire pressure of 200 kPa, and install it on the suspension fixing frame 314 according to the original vehicle assembly relationship to assemble the test vehicle wheels 5 and the suspension assembly 3.

[0053] 3. Install the test wheels and the suspension system on the loading system. Connect the suspension fixing frame 314 of the test vehicle suspension assembly 3 to the adapter plate 108 through bolts.

[0054] 4. Install a six-component force sensor on the wheel. Install a six-component force sensor on the hub of the wheel 5.

[0055] 5. Adjust the wheel camber angle. The camber angle adjustment electronic control unit 101 drives the camber L-arm fixed body 103 to rotate 1.594° around the camber rotation shaft 102, thereby driving the wheel tire assembly 301 to generate a camber angle of 1.594°.

[0056] 6. Apply a vertical load of vehicle weight. The camber L-arm vertical adjustment electronic control unit 105 drives the camber L-arm 104 to move downward along the guide rail on the camber L-arm fixed body 103, so that the wheel tire assembly 301 presses on the drum 401, generating a vertical load equal to one-fourth of the full-load vehicle weight of 706.25 kg.

[0057] 7. Apply a load file. Turn on the steering angle adjustment electronic control unit 107, the vertical load hydraulic actuator 110, and the acceleration torque assembly 2, and apply a lateral load, a vertical load, and an acceleration torque to the test vehicle wheel and suspension system 3 according to the target load file, and collect the strain signals of the strain gauges pasted on the wheel.

[0058] 8. Calculate the damage. Conduct a statistical analysis of the strain amplitude and cumulative frequency, and calculate the measured wheel damage value corresponding to the standard (amplitude) S-N (frequency) - curve.

[0059] Comparative Example 1: Road simulation test of the wheel.

[0060] Select the same wheel tire assembly as in Example 2, paste strain gauges at the same positions as in Example 2 on the wheel, conduct a road simulation test of the wheel on a road simulation test machine, apply the same target load file as in Example 2, collect the strain signals during the loading process, and calculate the damage value of the wheel.

[0061] Example 2 and Comparative Example 1 selected the same wheel tire assembly and target load file and are comparable. Put the test data measured in Example 2 and Comparative Example 1 into Table 1 for comparison, and the results are as follows:

[0062] Table 1 Test results of Example 2 and Comparative Example 1

[0063] Experimental group Damage value of strain gauge 1 Damage value of strain gauge 2 Damage value of strain gauge 3 Damage value of strain gauge 4 Example 2 1.2 1.2 1.4 1.2 Comparative example 1 1.2 1.3 1.5 1.3

[0064] It can be seen from the test results that under the same wheel tire assembly and target load file, the test results of the automotive chassis simulation road test using the test equipment for automotive chassis simulation road test of the present invention are highly consistent with the wheel damage results measured on a traditional road simulation test machine. The loading system and test equipment for automotive chassis simulation road test of the present invention can apply accurate loads to the wheel and suspension system.

[0065] The above has introduced the embodiments of the present application in detail. Specific examples are used herein to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A loading system for the simulated road test of an automotive chassis, characterized in that, The loading system includes a mounting base, an inclination adjustment component, a vehicle weight loading component, a corner adjustment component, a vertical load loading component, and an adapter plate. The inclination adjustment component is mounted on the mounting base. The vehicle weight loading component is arranged on the inclination adjustment component. The corner adjustment component is arranged on the vehicle weight loading component. The vertical load loading component is arranged on the corner adjustment component. The adapter plate is used for mounting a suspension component and a wheel. The adapter plate is vertically and downwardly fixed on the corner adjustment component. The vertical load loading component acts on the upper end of the adapter plate. The inclination adjustment component includes an inclination L-arm fixing body, an inclination rotating shaft, and an inclination adjustment electronic control unit. The inclination L-arm fixing body is movably connected to the mounting base and can rotate around the inclination rotating shaft. One end of the inclination adjustment electronic control unit is movably connected to the mounting base, and the other end is movably connected to the inclination L-arm fixing body. The inclination adjustment electronic control unit can drive the inclination L-arm fixing body to rotate around the inclination rotating shaft. The vehicle weight loading component includes an inclination L-arm and an inclination L-arm vertical adjustment electronic control unit. A first guide rail is vertically arranged on the side surface of the inclination L-arm fixing body. The inclination L-arm is arranged on the first guide rail. The inclination L-arm vertical adjustment electronic control unit is arranged on the inclination L-arm fixing body. The inclination L-arm vertical adjustment electronic control unit can drive the inclination L-arm to move up and down along the first guide rail. The corner adjustment component includes a corner L-arm, a first bearing, and a corner adjustment electronic control unit. The horizontal part of the corner L-arm is fixedly connected to the inner ring of the first bearing. The horizontal part of the inclination L-arm is connected to the outer ring of the first bearing. The corner adjustment electronic control unit is arranged between the corner L-arm and the inclination L-arm and can drive the corner L-arm to rotate around the rotating shaft of the corner adjustment electronic control unit. The vertical load loading component includes a vertical load hydraulic actuator. The vertical load hydraulic actuator is fixed on the corner L-arm, located vertically above the adapter plate, and is connected to the adapter plate. The adapter plate is vertically and downwardly fixed on the inner side of the vertical part of the corner L-arm. The inclination adjustment electronic control unit is any one of an electric cylinder, a pneumatic cylinder, and a hydraulic cylinder. The inclination L-arm vertical adjustment electronic control unit includes a first motor, a first speed reducer, a belt, a first lead screw, and a first slider. The 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 slider is fixedly connected to the inclination L-arm. The first lead screw cooperates with the first slider. The corner adjustment electronic control unit includes a corner motor and a second speed reducer. The housing of the corner motor is fixed on the corner L-arm. The output shaft of the corner motor is fixed on the inclination L-arm through the second speed reducer. A six - component force sensor unit is arranged between the adapter plate and the inner side of the vertical part of the corner L - arm. The six - component force sensor unit includes a bottom plate, a six - component force sensor, and a cover plate. The six - component force sensor is arranged between the bottom plate and the cover plate. A second guide rail is provided on the cover plate, and the adapter plate is arranged on the second guide rail, and the adapter plate can move up and down along the second guide rail.

2. A test device for the simulated road test of an automotive chassis, characterized in that A loading system for automotive chassis simulation road test, including the one described in claim 1, further includes a suspension assembly, an acceleration torque assembly, and a drum assembly. The suspension assembly includes a suspension fixing frame and a quarter - suspension for installing wheels. The quarter - suspension is fixed on the suspension fixing frame, and the suspension fixing frame is fixed on the adapter plate. The output end of the acceleration torque assembly is connected to the transmission shaft of the quarter - suspension for driving the wheels to rotate at an accelerated speed. The suspension assembly can be loaded onto the drum assembly through the wheels.

3. The test device for the simulated road test of an automotive chassis according to claim 2, characterized in that, The acceleration torque assembly includes a torque - shaft driving motor, a reducer, and a torque shaft. The output shaft of the torque - shaft driving motor is connected to the torque shaft through the reducer, and the torque shaft is connected to the transmission shaft of the quarter - suspension.

4. The test device for the simulated road test of an automotive chassis according to claim 2, characterized in that, The drum assembly includes a drum, a drum reducer, and a drum motor. The output shaft of the drum motor is connected to the central shaft of the drum through the drum reducer, and the drum motor can drive the drum to rotate.

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