Multi-channel road spectrum random loading test method and test system for control arm assembly

Abstract

The present invention discloses a multi-channel road spectrum random loading test method and test system for a control arm assembly, the test system includes a test bench, a longitudinal load loading mechanism, a lateral load loading mechanism, a torsion load loading mechanism, a guide loading mechanism, and a torsion seat; the torsion seat is rotatably connected to the test bench, and the bushing end of the control arm assembly is fixed to the torsion seat according to the actual vehicle assembly type; the longitudinal load loading mechanism is arranged vertically, one end of which is fixed to the test bench, and the other end is connected to the control arm assembly through the guide loading mechanism, and a longitudinal load is applied to the control arm assembly; the lateral load loading mechanism is arranged horizontally, one end of which is fixed, and the other end is connected to the control arm assembly through the guide loading mechanism, and a lateral load is applied to the control arm assembly; the torsion load loading mechanism is arranged horizontally, one end of which is connected to the torsion seat, and a torsion load is applied to the control arm assembly. The present invention can achieve the goals of reducing test costs, shortening test cycles, and improving test efficiency.

Description

Technical Field

[0001] The present invention belongs to the technical field of bench testing, and relates to a multi-channel road spectrum random loading test method and a test system for a control arm assembly, and specifically to a multi-channel road spectrum random loading test method and a test system for a control arm assembly for a McPherson suspension. Background Art

[0002] The control arm assembly for the McPherson independent suspension is a key component in the car. During product development and problem solving, bench testing is required to verify its reliability.

[0003] Automobile tests are divided into actual road tests, test field tests and indoor bench tests. Indoor bench tests have become the most widely used test method at this stage due to their short cycle, low cost and good reproducibility. Indoor bench tests can be divided into equal amplitude spectrum tests and multi-level spectrum tests.

[0004] CN106033026A discloses a fatigue test device for the front and rear bushings of a control arm assembly for providing a random spectrum test and a test method using the device, which can obtain the failure mode and failure mileage of the front and rear bushings of the control arm assembly close to the actual use results. The fatigue test device includes a swinging platform, on which a first tooling for fixing the pin shaft fixing end of the control arm assembly to be tested and a second tooling for fixing the front and rear bushing fixing ends of the control arm assembly to be tested are provided, the center line of the front and rear bushing fixing pins of the second tooling is parallel to the swing axis of the swinging platform, and a third tooling for providing the X-direction and Y-direction loads of the test control arm assembly is also provided on the side of the swinging platform, and the third tooling is connected to the ball pin fixing end of the control arm assembly to be tested. The present invention can simulate the actual use stress state of the control arm assembly in the test, and obtain the failure mode and failure mileage of the front and rear bushings of the control arm assembly close to the actual use results.

[0005] CN104655435A discloses a longitudinal multi-level spectrum loading test bench for a subframe with a control arm assembly and a test method thereof, wherein the test bench comprises a first combined bracket for fixing the subframe and two drivers for applying loads to ball pins provided on the control arms on both sides of the subframe, wherein the driver is connected to the ball pin through a ball pin loading fixture, and the ball pin loading fixture is connected to a guide fixture. The longitudinal multi-level spectrum loading test bench for a subframe with a control arm assembly and the test method thereof of the present invention can reflect the stress conditions of a road test, consider the fatigue performance of parts under different loads, and reproduce the failure mode of a road test, thereby being able to more truly reflect the use characteristics of the parts and the load spectrum of a test field test, so that the test accuracy is higher than that of equal amplitude loading, and at the same time, the test frequency is controlled by damage equivalence, which greatly shortens the test cycle, improves the test efficiency, and is conducive to the early development and verification of parts.

[0006] CN208420381U discloses a separate bench test device for a passenger car control arm, characterized in that it includes a control arm, a ball head fixing fixture, a first bushing fixing fixture, a second bushing fixing fixture, a guide rail and a hydraulic power system; the hydraulic power system is connected to the guide rail, and the guide rail is fixedly connected to the ball head fixing fixture; the control arm has a first fixed fulcrum, a second fixed fulcrum and a third fixed fulcrum, the first fixed fulcrum is fixedly connected to the ball head fixing fixture, the second fixed fulcrum is fixedly connected to the first bushing fixing fixture, and the third fixed fulcrum is fixedly connected to the second bushing fixing fixture. The present invention fixes the control arm to simulate the vehicle body device by setting the ball head fixing fixture, the first bushing fixing fixture and the second bushing fixing fixture, so that the entire test device is easy to build and occupies a small space.

[0007] At present, there are two main schemes for bench testing of control arm assemblies. One is a single-channel or two-channel equal-amplitude loading test, and the other is to evaluate the control arm in a 12-channel suspension system or 24-channel vehicle road simulation test.

[0008] The test load of the first test scheme is generally inconsistent with the stress state of the actual vehicle, and it is difficult to make the failure form of the test bench consistent with the actual failure form. It is only suitable for comparison and verification, and cannot accurately and quickly guide product development and quality problem solving. The second scheme requires multi-channel random loading tests on the entire vehicle or suspension system to assess the control arm assembly and its components. The test is costly, difficult, and has a long cycle. Summary of the invention

[0009] In order to solve the above-mentioned problems existing in the prior art, the present invention provides a multi-channel road spectrum random loading test method and test system for a control arm assembly, which takes the road spectrum load obtained by direct collection or virtual iteration as the iteration target, and uses a linear actuator to perform a durability test on the control arm assembly through a multi-channel mechanical decoupling loading mechanism to obtain component bench test results consistent with the whole vehicle verification effect, and replaces the whole vehicle test with the bench test, so as to achieve the goals of reducing test costs, shortening test cycles, and improving test efficiency.

[0010] The objective of the present invention is achieved through the following technical solutions:

[0011] As one aspect of the present invention, a control arm assembly multi-channel road spectrum random loading test method is provided, comprising the following steps:

[0012] S1. Determine the control arm assembly road spectrum collection method and test loading plan:

[0013] S11. Determine the load type of the control arm assembly and the road spectrum acquisition signal type;

[0014] S12. Determine the strain collection position through CAE analysis and complete the collection of the road load spectrum of this vehicle;

[0015] S13. Using a virtual iteration method, the load of the control arm assembly is obtained in the simulation model;

[0016] S2. Design a loading mechanism that can simulate the load of the entire vehicle;

[0017] S3. Carry out random loading tests on multiple road spectra through road spectrum iteration;

[0018] S4. Compare the failure modes of the bench test with those of the vehicle to determine the effectiveness of the test method.

[0019] Furthermore, the step S11 includes:

[0020] 1.1) Analyze the main loads that affect the reliability of the control arm and determine the test loads as lateral load, longitudinal load and vertical load;

[0021] 1.2) Determine the type of load in each direction during the test. From the perspective of test convenience and controllability, consider the lateral and longitudinal directions as forces and the vertical direction as displacement;

[0022] 1.3) Determine the type of signal collected in each direction, collect the strain of the control arm in the lateral and longitudinal directions, and collect the displacement of the ball stud in the vertical direction;

[0023] Furthermore, the step S12 includes:

[0024] 1.4) Determine the locations for transverse and longitudinal strain collection through CAE analysis;

[0025] 1.5) Arrange sensors at determined locations and calibrate them;

[0026] 1.6) Complete the collection of vehicle road load spectrum;

[0027] 1.7) Complete the conversion of bench test load according to the road spectrum collection data and calibration results;

[0028] Furthermore, the step S13 includes:

[0029] 1.8) By collecting the load spectra of six-component force, strain, displacement, etc., and using virtual iteration technology, the load of the control assembly is obtained in the simulation model;

[0030] 1.9) Compare the processed test load with the load obtained by the model. If the difference between the two is large, optimize the simulation model and finally realize the virtual collection of the test load.

[0031] As another aspect of the present invention, a multi-channel road spectrum random loading test system for a control arm assembly is provided, which, in conjunction with the accompanying drawings, includes a test bench, a longitudinal load loading mechanism, a lateral load loading mechanism, a torsional load loading mechanism, a guide loading mechanism, and a torsion seat 8; the torsion seat 8 is rotatably connected to the test bench, and the bushing end of the control arm assembly 2 is fixed to the torsion seat 8 according to the actual vehicle assembly type, and the control arm assembly 2 can rotate relative to the torsion seat 8; the longitudinal load loading mechanism is vertically arranged, one end of which is fixed to the test bench, and the other end is connected to the control arm assembly 2 through the guide loading mechanism, so as to apply a longitudinal load to the control arm assembly 2; the lateral load loading mechanism is horizontally arranged, one end of which is fixed, and the other end is connected to the control arm assembly 2 through the guide loading mechanism, so as to apply a lateral load to the control arm assembly 2; the torsional load loading mechanism is horizontally arranged, one end of which is fixed, and the other end is connected to the torsion seat 8, so as to apply a torsional load to the control arm assembly 2.

[0032] Furthermore, the upper end of the torsion seat 8 is rotatably connected to the upper base 71 via an upper torsion shaft 91, and the lower end of the torsion seat 8 is rotatably connected to the lower base 72 via a lower torsion shaft 92. The upper base 71 and the lower base 72 are respectively mounted on the stand; the torsion load loading mechanism is connected to the lower torsion shaft 91.

[0033] Furthermore, a small-end connecting seat 81, a large-end connecting seat 82, and an arch clamp 83 are respectively fixed on the torsion seat 8; the small-end bushing 21 of the control arm assembly 2 is connected to the small-end connecting seat 81 fixed on the upper part of the torsion seat 8 through a rotating shaft, and the large-end bushing 22 is connected to the large-end connecting seat 82 fixed on the lower part of the torsion seat 8 through the arch clamp 83 and bolts.

[0034] Furthermore, the guide loading mechanism includes a guide rod 41, a guide seat 42, a loading seat 43, and a ball pin seat 44; the ball pin end of the control arm assembly 2 is movably connected to the ball pin seat 44, the ball pin seat 44 is fixedly connected to the loading seat 43, and the two ends of the guide rod 41 are respectively hinged to the guide seat 42 and the loading seat 43 through hinges; the longitudinal load loading mechanism is rigidly connected to the loading seat 43; the lateral load loading mechanism is hinged to the loading seat 43.

[0035] Furthermore, the longitudinal load loading mechanism includes a first linear actuator 3; the lateral load loading mechanism includes a second linear actuator 5, a second linear actuator fixing seat 51, and a lateral loading hinge 52. The second linear actuator 5 is arranged horizontally, one end of which is connected to the guide loading mechanism through the lateral loading hinge 52, and the other end is fixedly connected to the second linear actuator fixing seat 51.

[0036] Furthermore, the torsional load loading mechanism includes a third linear actuator 6, a third linear actuator fixed seat 61, a torsion rod 62, and a torsion hinge 63; the third linear actuator 6 is arranged horizontally, one end of which is connected to the torsion rod 62 through a torsion hinge 63, the torsion rod 62 is connected to the torsion seat 8 through bolts, and the other end of the third linear actuator 6 is fixedly connected to the third linear actuator fixed seat 61.

[0037] The present invention has the following beneficial effects:

[0038] The present invention provides a multi-channel road spectrum random loading test method for a control arm assembly, which mainly includes the selection of collected loads, the determination of loading schemes, and the determination of iterative targets. The road spectrum load can be obtained by direct collection or virtual iteration, and the iterative test targets are quantitatively specified to ensure the consistency between the bench test results and the actual vehicle results.

[0039] The present invention provides a multi-channel road spectrum random loading test system for a control arm assembly, which mainly uses three linear actuators to simultaneously apply three-dimensional loads to the test sample through a multi-channel mechanical decoupling loading mechanism, wherein two linear actuators are placed horizontally to apply vertical and lateral loads to the test sample respectively; the other linear actuator is placed vertically to apply longitudinal loads to the test sample. In order to reduce the difficulty of iteration and improve the iteration accuracy, a three-dimensional mechanical decoupling loading mechanism is designed to reduce the mutual influence between loads in each direction, ensuring the maximum simulation of the stress conditions of the control arm assembly under the actual vehicle state.

[0040] The present invention provides a multi-channel road spectrum random loading test system for a control arm assembly, which uses a linear actuator to drive a torsion seat coaxial with the rotation axis of the bushing end of the control arm assembly through a torsion shaft to convert the lateral vertical jump of the ball pin of the actual vehicle control arm assembly into the torsion of the rubber bushing end; the ball pin end of the control arm assembly is connected to the loading seat, and the loading seat is connected to the guide rod through a hinge, and the axis of the guide rod is perpendicular to the plane where the center point of the ball pin and the axis of the rubber bushing are located, limiting the vertical displacement of the ball pin of the control arm, ensuring that the vertical load, lateral load and longitudinal load do not affect each other. In the lateral and longitudinal loading mechanism, the second linear actuator for lateral loading is connected to the loading seat by a ball hinge, and the first linear actuator for longitudinal loading is rigidly connected to the loading seat, which reduces the mutual influence of lateral load and longitudinal load.

[0041] The present invention realizes mechanical decoupling, reduces the correlation of loads in three directions, improves the iteration accuracy of load spectrum, reduces the iteration error to within 10%, and controls the relative damage error within 20%. It reduces the requirements for the multi-channel coordinated loading capability of the equipment iteration software and improves the accuracy of the bench test. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1This is a flow chart of a multi-channel road spectrum random loading test method for a control arm assembly according to Embodiment 1 of the present invention;

[0043] Figure 2 It is a general layout diagram of a control arm assembly multi-channel road spectrum random loading test system according to embodiment 2 of the present invention;

[0044] Figure 3 It is an axonometric diagram of a control arm assembly multi-channel road spectrum random loading test system according to embodiment 2 of the present invention;

[0045] Figure 4 It is a partial enlarged view of a torsional load loading mechanism of a control arm assembly multi-channel road spectrum random loading test system according to Example 2 of the present invention;

[0046] Figure 5 It is a partial enlarged view of a torsional load loading mechanism of a control arm assembly multi-channel road spectrum random loading test system according to Example 2 of the present invention;

[0047] Figure 6 It is a partial enlarged view of a loading seat of a control arm assembly multi-channel road spectrum random loading test system according to embodiment 2 of the present invention;

[0048] Figure 7 It is a schematic diagram of the assembly of a loading seat, a longitudinal load loading mechanism, and a lateral load loading mechanism of a control arm assembly multi-channel road spectrum random loading test system according to Example 2 of the present invention;

[0049] Figure 8 It is a schematic diagram of the connection structure of the rubber bushing of the control arm assembly;

[0050] In the figure:

[0051] 11-left frame; 12-right frame; 13-crossbeam;

[0052] 2-control arm assembly; 21-small end bushing; 22-big end bushing;

[0053] 3- first linear actuator;

[0054] 41-guide rod; 42-guide seat; 43-loading seat; 44-ball pin seat;

[0055] 5-second linear actuator; 51-second linear actuator fixing seat; 52-side loading hinge;

[0056] 6-third linear actuator; 61-third linear actuator fixing seat; 62-torsion rod; 63-torsion hinge;

[0057] 71-upper base; 72-lower base;

[0058] 8-torsion seat; 81-small end connecting seat; 82-large end connecting seat; 83-arch clamp;

[0059] 91 - upper torsion axis; 91 - lower torsion axis. DETAILED DESCRIPTION

[0060] The technical solution of the present invention is further described below in conjunction with the accompanying drawings and embodiments:

[0061] A control arm assembly multi-channel road spectrum random loading test method comprises the following steps:

[0062] S1. Determine the control arm assembly road spectrum collection method and test loading plan:

[0063] S11. Determine the load type of the control arm assembly and the road spectrum acquisition signal type;

[0064] S12. Determine the strain collection position through CAE analysis and complete the collection of the road load spectrum of this vehicle;

[0065] S13. Using a virtual iteration method, the load of the control arm assembly is obtained in the simulation model;

[0066] S2. Design a loading mechanism that can simulate the load of the entire vehicle;

[0067] S3. Carry out random loading tests on multiple road spectra through road spectrum iteration;

[0068] S4. Compare the failure modes of the bench test with those of the vehicle to determine the effectiveness of the test method.

[0069] Furthermore, the step S11 includes:

[0070] 1.1) Analyze the main loads that affect the reliability of the control arm and determine the test loads as lateral load, longitudinal load and vertical load;

[0071] 1.2) Determine the type of load in each direction during the test. From the perspective of test convenience and controllability, consider the lateral and longitudinal directions as forces and the vertical direction as displacement;

[0072] 1.3) Determine the type of signal collected in each direction, collect the strain of the control arm in the lateral and longitudinal directions, and collect the displacement of the ball stud in the vertical direction;

[0073] Furthermore, the step S12 includes:

[0074] 1.4) Determine the locations for transverse and longitudinal strain collection through CAE analysis;

[0075] 1.5) Arrange sensors at determined locations and calibrate them;

[0076] 1.6) Complete the collection of vehicle road load spectrum;

[0077] 1.7) Complete the conversion of bench test load according to the road spectrum collection data and calibration results;

[0078] Furthermore, the step S13 includes:

[0079] 1.8) By collecting the load spectra of six-component force, strain, displacement, etc., and using virtual iteration technology, the load of the control assembly is obtained in the simulation model;

[0080] 1.9) Compare the processed test load with the load obtained by the model. If the difference between the two is large, optimize the simulation model and finally realize the virtual collection of the test load.

[0081] A multi-channel road spectrum random loading test system for a control arm assembly includes a test bench, a longitudinal load loading mechanism, a lateral load loading mechanism, a torsional load loading mechanism, a guide loading mechanism, and a torsion seat 8; the torsion seat 8 is rotatably connected to the test bench, and the bushing end of the control arm assembly 2 is fixed to the torsion seat 8 according to the actual vehicle assembly type, and the control arm assembly 2 can rotate relative to the torsion seat 8; the longitudinal load loading mechanism is vertically arranged, one end of which is fixed to the test bench, and the other end is connected to the control arm assembly 2 through the guide loading mechanism, so as to apply a longitudinal load to the control arm assembly 2; the lateral load loading mechanism is horizontally arranged, one end of which is fixed, and the other end is connected to the control arm assembly 2 through the guide loading mechanism, so as to apply a lateral load to the control arm assembly 2; the torsional load loading mechanism is horizontally arranged, one end of which is fixed, and the other end is connected to the torsion seat 8, so as to apply a torsional load to the control arm assembly 2.

[0082] Furthermore, the stand includes a left frame 11, a right frame 12 and a crossbeam 13; two ends of the crossbeam 13 are fixedly connected to the left frame 11 and the right frame 12 respectively.

[0083] Furthermore, the upper end of the torsion seat 8 is rotatably connected to the upper base 71 via an upper torsion shaft 91, and the lower end of the torsion seat 8 is rotatably connected to the lower base 72 via a lower torsion shaft 92. The upper base 71 and the lower base 72 are respectively mounted on the stand; the torsion load loading mechanism is connected to the lower torsion shaft 91.

[0084] Furthermore, a small-end connecting seat 81, a large-end connecting seat 82, and an arch clamp 83 are respectively fixed on the torsion seat 8; the small-end bushing 21 of the control arm assembly 2 is connected to the small-end connecting seat 81 fixed on the upper part of the torsion seat 8 through a rotating shaft, and the large-end bushing 22 is connected to the large-end connecting seat 82 fixed on the lower part of the torsion seat 8 through the arch clamp 83 and bolts.

[0085] Furthermore, the guide loading mechanism includes a guide rod 41, a guide seat 42, a loading seat 43, and a ball pin seat 44; the ball pin end of the control arm assembly 2 is movably connected to the ball pin seat 44, the ball pin seat 44 is fixedly connected to the loading seat 43, and the two ends of the guide rod 41 are respectively hinged to the guide seat 42 and the loading seat 43 through hinges; the longitudinal load loading mechanism is rigidly connected to the loading seat 43; the lateral load loading mechanism is hinged to the loading seat 43.

[0086] Furthermore, the longitudinal load loading mechanism includes a first linear actuator 3; the lateral load loading mechanism includes a second linear actuator 5, a second linear actuator fixing seat 51, and a lateral loading hinge 52. The second linear actuator 5 is arranged horizontally, one end of which is connected to the guide loading mechanism through the lateral loading hinge 52, and the other end is fixedly connected to the second linear actuator fixing seat 51.

[0087] Furthermore, the torsional load loading mechanism includes a third linear actuator 6, a third linear actuator fixed seat 61, a torsion rod 62, and a torsion hinge 63; the third linear actuator 6 is arranged horizontally, one end of which is connected to the torsion rod 62 through a torsion hinge 63, the torsion rod 62 is connected to the torsion seat 8 through bolts, and the other end of the third linear actuator 6 is fixedly connected to the third linear actuator fixed seat 61.

[0088] Example 1

[0089] like Figure 1 As shown, a control arm assembly multi-channel road spectrum random loading test method includes the following steps:

[0090] S1. Determine the control arm assembly road spectrum collection method and test loading plan:

[0091] S11. Determine the load type of the control arm assembly and the type of road spectrum acquisition signal:

[0092] 1) Analyze the main loads that affect the reliability of the control arm and determine the test loads as lateral load, longitudinal load, and vertical load;

[0093] 2) Determine the type of load in each direction during the test. From the perspective of test convenience and controllability, consider the lateral and longitudinal directions as forces and the vertical direction as displacement;

[0094] 3) Determine the type of signal collected in each direction, collect the strain of the control arm in the lateral and longitudinal directions, and collect the displacement of the ball stud in the vertical direction;

[0095] S12. Determine the strain collection position through CAE analysis and complete the collection of the road load spectrum of this vehicle:

[0096] 4) Determine the locations for transverse and longitudinal strain collection through CAE analysis;

[0097] 5) Arrange sensors at determined locations and calibrate them;

[0098] 6) Complete the collection of vehicle road load spectrum;

[0099] 7) Complete the conversion of bench test load according to the road spectrum collection data and calibration results;

[0100] S13. Using the virtual iteration method, the load of the control arm assembly is obtained in the simulation model:

[0101] 8) By collecting the load spectra of six-component force, strain, displacement, etc., and using virtual iteration technology, the load of the control assembly is obtained in the simulation model;

[0102] 9) Compare the processed test load with the load obtained by the model. If the difference between the two is large, optimize the simulation model and finally realize the virtual collection of the test load.

[0103] S2. Design a loading mechanism that can simulate the load of the entire vehicle;

[0104] S3. Carry out random loading tests on multiple road spectra through road spectrum iteration:

[0105] 10) Use the linear actuator to perform multi-channel random road spectrum iteration on the control arm assembly through the test loading mechanism. When the relative error and damage between the test feedback load and the target load are within a certain range, stop the iteration. Otherwise, modify the test plan until the target is achieved.

[0106] S4. Compare the failure modes of the bench test with those of the vehicle to determine the effectiveness of the test method:

[0107] 11) Carry out a multi-channel road spectrum random loading durability test on the control arm according to the test specifications, and check the failure mode of the test specimens. If the failure mode is consistent, the method is effective. Otherwise, modify the test plan.

[0108] Example 2

[0109] like Figure 2 , Figure 3 As shown, a multi-channel road spectrum random loading test system for a control arm assembly includes a test bench, a first linear actuator 3, a guide rod 41, a guide seat 42, a loading seat 43, a second linear actuator 5, a third linear actuator 6, an upper base 71, a lower base 72, and a torsion seat 8.

[0110] The stand includes a left frame 11, a right frame 12 and a crossbeam 13; the two ends of the crossbeam 13 are respectively fixedly connected to the left frame 11 and the right frame 12, and the upper base 71 and the lower base 72 are fixed to the left frame 11 by bolts; the upper end of the torsion seat 8 is connected to the upper torsion shaft 91 by bolts, and the upper rotating shaft 91 is connected to the upper base 71 by a tapered roller bearing; the lower end of the torsion seat 8 is connected to the lower torsion shaft 92 by bolts, and the lower torsion shaft 92 is connected to the lower base 72 by a tapered roller bearing, and the torsion seat 8 can rotate relative to the upper base 71 and the lower base 72.

[0111] The upper base 71 and the lower base 72 may be separate structures or may be an integrally connected structure.

[0112] The bushing end of the control arm assembly 2 is fixed on the torsion seat 8 according to the actual vehicle assembly type. Figure 8 As shown, the small end bushing 21 of the control arm assembly 2 is connected to the small end connecting seat 81 fixed on the upper part of the torsion seat 8 through a rotating shaft, and the large end bushing 22 is connected to the large end connecting seat 82 fixed on the lower part of the torsion seat 8 through an arch clamp 83 and bolts, and the control arm assembly 2 can rotate relative to the torsion seat 8.

[0113] like Figure 2 , Figure 3 , Figure 6 , Figure 7 As shown, the ball pin end of the control arm assembly 2 is movably connected to the ball pin seat 44, and the ball pin seat 44 is fixedly connected to the loading seat 43; the first linear actuator 3 is arranged vertically, and its top end is fixedly connected to the cross beam 13, and the bottom end is rigidly connected to the loading seat 43, so as to apply a longitudinal load to the control arm assembly 2; the axis of the guide rod 41 is perpendicular to the plane where the center point of the ball pin of the control arm assembly 2 and the rotation axis of the small end bushing 21 and the large end bushing 22 are located; the two ends of the guide rod 41 are movably connected to the guide seat 42 and the loading seat 43 through the hinge 45, the hinge, respectively, to limit the vertical displacement of the control arm assembly 2; the second linear actuator 5 is arranged horizontally, and its left end is movably connected to the loading seat 43 through the ball hinge 52, and the right end is fixedly connected to the second linear actuator fixed seat 51, so as to apply a lateral load to the control arm assembly 2.

[0114] The right end of the second linear actuator 5 can also be connected and fixed to the right frame 12 .

[0115] like Figure 2 , Figure 4 , Figure 5 As shown, the third linear actuator 6 is arranged horizontally, and its left end is connected to the torsion rod 62 through a torsion hinge 63, the torsion rod 62 is connected to the lower torsion shaft 91 through bolts, and the right end of the third linear actuator 6 is fixedly connected to the third linear actuator fixing seat 61; the third linear actuator 6 is used to apply a torsional load to the control arm assembly 2 to simulate the vertical load of the actual vehicle.

[0116] The right end of the third linear actuator 6 can also be connected and fixed to the right frame 12 .

[0117] The distance between the loading point of the torsion rod 62 and the axis of the lower torsion shaft 91 is equal to the distance between the center point of the ball stud of the control arm assembly 2 and the rotation axis of the small end bushing 21 and the large end bushing 22 .

[0118] The control principle of this test system is:

[0119] The third linear actuator 6 adopts displacement control mode, collects the vertical displacement of the coil spring through the actual vehicle and obtains the runout amount to the ball pin end of the control arm assembly 2 through conversion. When designing the torsion rod 62, ensure that the distance between the loading point and the axis of the lower torsion shaft 92 is equal to the distance between the center point of the ball pin of the control arm assembly 2 and the rotation axis of the small end bushing and the large end bushing 22. The runout amount of the ball pin end of the control arm assembly can be directly used as the iteration target for iteration to obtain the drive signal of the third linear actuator 6. The first linear actuator 3 and the second linear actuator 5 adopt load control mode, and the strain gauges are pasted in the longitudinal and lateral directions of the control arm assembly, and the test device is used to calibrate the strain. The load spectrum in three directions collected by the actual vehicle road test is processed and analyzed by the external control system to obtain the iterative target signals of the first linear actuator 3, the second linear actuator 5 and the third linear actuator 6. The three channels are iterated by the equipment. When the iteration error and the relative damage error meet the requirements, this drive file is used as the input signal of the bench test.

Claims

1. A multi-channel road spectrum random loading test method for a control arm assembly, characterized in that: The following steps are involved: S1. Determine the control arm assembly road spectrum collection method and test loading plan: S11. Determine the load type of the control arm assembly and the type of the road spectrum acquisition signal; the step S11 includes: 1.1) Analyze the main loads that affect the reliability of the control arm and determine the test loads as lateral load, longitudinal load and vertical load; 1.2) Determine the type of load in each direction during the test. From the perspective of test convenience and controllability, consider the lateral and longitudinal directions as forces and the vertical direction as displacement; S12. Determine the strain collection position through CAE analysis to complete the collection of the road load spectrum of the vehicle; the step S12 includes: 1.4) Determine the locations for transverse and longitudinal strain collection through CAE analysis; 1.5) Arrange sensors at determined locations and calibrate them; 1.6) Complete the collection of vehicle road load spectrum; 1.7) Complete the conversion of bench test load according to the road spectrum collection data and calibration results; 1.3) Determine the type of road spectrum acquisition signals in each direction, collect the strain of the control arm in the lateral and longitudinal directions, and collect the displacement of the ball stud in the vertical direction; S13. Using a virtual iteration method, the load of the control arm assembly is obtained in the simulation model; the step S13 comprises: 1.8) By collecting the load spectra of six-component force, strain, displacement, etc., and using virtual iteration technology, the load of the control assembly is obtained in the simulation model; 1.9) Compare the processed test load with the load obtained by the model. If the difference between the two is large, optimize the simulation model and finally realize the virtual collection of the test load; S2. Design a loading mechanism that can simulate the load of the entire vehicle; S3. Carry out random loading tests on multiple road spectra through road spectrum iteration; S4. Compare the failure modes of the bench test with those of the vehicle to determine the effectiveness of the test method.

2. A control arm assembly multi-channel road spectrum random loading test system, which is used to implement the control arm assembly multi-channel road spectrum random loading test method as claimed in claim 1, characterized in that: The invention comprises a bench, a longitudinal load loading mechanism, a lateral load loading mechanism, a torsion load loading mechanism, a guide loading mechanism and a torsion seat (8); the torsion seat (8) is rotatably connected to the bench, the bushing end of the control arm assembly (2) is fixed to the torsion seat (8) according to the actual vehicle assembly type, and the control arm assembly (2) can rotate relative to the torsion seat (8); the longitudinal load loading mechanism is arranged vertically, one end of which is fixed to the bench, and the other end is connected to the control arm assembly (2) through the guide loading mechanism, so as to apply a longitudinal load to the control arm assembly (2); the lateral load loading mechanism is arranged horizontally, one end of which is fixed, and the other end is connected to the control arm assembly (2) through the guide loading mechanism, so as to apply a lateral load to the control arm assembly (2); the torsion load loading mechanism is arranged horizontally, one end of which is fixed, and the other end is connected to the torsion seat (8), so as to apply a torsion load to the control arm assembly (2).

3. A control arm assembly multi-channel road spectrum random loading test system as claimed in claim 2, characterized in that: The upper end of the torsion seat (8) is rotatably connected to the upper base (71) via an upper torsion shaft (91), and the lower end of the torsion seat (8) is rotatably connected to the lower base (72) via a lower torsion shaft (92). The upper base (71) and the lower base (72) are respectively mounted on a stand; the torsion load loading mechanism is connected to the lower torsion shaft (91).

4. A control arm assembly multi-channel road spectrum random loading test system as claimed in claim 2, characterized in that: A small end connecting seat (81), a large end connecting seat (82) and an arch clamp (83) are respectively fixed on the torsion seat (8); the small end bushing 21 of the control arm assembly (2) is connected to the small end connecting seat (81) fixed on the upper part of the torsion seat (8) via a rotating shaft, and the large end bushing 22 is connected to the large end connecting seat (82) fixed on the lower part of the torsion seat (8) via the arch clamp (83) and bolts.

5. A control arm assembly multi-channel road spectrum random loading test system as claimed in claim 2, characterized in that: The guide loading mechanism comprises a guide rod (41), a guide seat (42), a loading seat (43), and a ball pin seat (44); the ball pin end of the control arm assembly (2) is movably connected to the ball pin seat (44), the ball pin seat (44) is fixedly connected to the loading seat (43), and the two ends of the guide rod (41) are respectively hinged to the guide seat (42) and the loading seat (43) through hinges; the longitudinal load loading mechanism is rigidly connected to the loading seat (43); and the lateral load loading mechanism is hinged to the loading seat (43).

6. A control arm assembly multi-channel road spectrum random loading test system as claimed in claim 2, characterized in that: The longitudinal load loading mechanism comprises a first linear actuator (3); the lateral load loading mechanism comprises a second linear actuator (5), a second linear actuator fixing seat (51), and a lateral loading hinge (52); the second linear actuator (5) is arranged horizontally, one end of which is connected to the guide loading mechanism via the lateral loading hinge (52), and the other end is fixedly connected to the second linear actuator fixing seat (51).

7. A control arm assembly multi-channel road spectrum random loading test system as claimed in claim 2, characterized in that: The torsion load loading mechanism comprises a third linear actuator (6), a third linear actuator fixing seat (61), a torsion rod (62), and a torsion hinge (63); the third linear actuator (6) is arranged horizontally, one end of which is connected to the torsion rod (62) via the torsion hinge (63), the torsion rod (62) is connected to the torsion seat (8) via bolts, and the other end of the third linear actuator (6) is fixedly connected to the third linear actuator fixing seat (61).

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