Steering system test device

Abstract

The present application relates to a kind of steering system test device.The steering system test device includes frame fixing system, input end driving system and wheel end loading system, frame fixing system is used to support and fix real vehicle frame, the output end of input end driving system is connected with steering control mechanism, and it is used to input preset drive to the steering control mechanism, wheel end loading system includes first actuator assembly and second actuator assembly, the first actuator assembly is set above the wheel end of front axle, and preset force is loaded to the wheel end of front axle along first direction, the second actuator assembly is set to the side of front axle, and preset force is loaded to the wheel end of front axle along second direction, the first direction and the second direction intersect.The steering system test device can evaluate test to steering system, with the characteristics of low cost, easy to build, good safety.

Description

Technical Field

[0001] This invention relates to the field of steering system bench testing technology, and in particular to steering system testing apparatus. Background Technology

[0002] With the increasing popularity of automobiles, they have become people's primary means of transportation. The development of commercial vehicle technology is also accelerating. Commercial vehicles refer to automobiles used for transporting people and goods, typically including buses and trucks.

[0003] In traditional technology, the actual vehicle component system includes a vehicle frame, which comprises a left longitudinal beam, a right longitudinal beam, and a crossbeam connecting the two. The vehicle frame is connected to the steering system via leaf springs. The steering system includes a front axle, which houses a steering control mechanism. A steering transmission mechanism connects the front axle and the steering control mechanism. The steering transmission mechanism includes a steering tie rod, a steering arm, and a recirculating ball hydraulic power steering system connected in sequence. One end of the steering tie rod is connected to the front axle's hinge arm, and the other end is connected to the recirculating ball hydraulic power steering system via the steering arm. The recirculating ball hydraulic power steering system is connected to the steering control mechanism.

[0004] However, in the production and R&D process of commercial vehicles, it is necessary to evaluate and test their steering systems, because the performance of the commercial vehicle steering system directly affects the user's perception and evaluation of the whole vehicle. However, the development of bench testing technology for commercial vehicle steering systems is slow both domestically and internationally. The system performance evaluation mainly relies on the whole vehicle evaluation, but the whole vehicle stage evaluation has problems such as delayed problem discovery, high verification costs, difficulty in setting up, and low safety performance. In order to better support the development of commercial vehicle steering systems, it is necessary to seek breakthroughs in steering system bench testing technology. Summary of the Invention

[0005] Therefore, it is necessary to provide a steering system testing device that can evaluate the steering system performance based on the whole vehicle, and has the characteristics of low cost, easy construction and good safety.

[0006] A steering system testing apparatus, comprising:

[0007] The chassis mounting system is used to support and secure the actual vehicle chassis.

[0008] An input-end drive system, wherein the output end of the input-end drive system is connected to the steering control mechanism and is used to input a preset drive to the steering control mechanism;

[0009] A wheel-end loading system includes a first actuating component and a second actuating component. The first actuating component is disposed above the wheel end of the front axle and applies a preset force to the wheel end of the front axle along a first direction. The second actuating component is disposed on the side of the front axle and applies a preset force to the wheel end of the front axle along a second direction. The first direction and the second direction intersect.

[0010] In one embodiment, the input driver system includes:

[0011] Adjustment plate; and

[0012] A hydraulic servo motor, the output of which is connected to the steering mechanism;

[0013] An angle adjustment mechanism is provided, with one end connected to the hydraulic servo motor and the other end connected to the adjustment plate. The angle adjustment mechanism is used to adjust the angle of the hydraulic servo motor.

[0014] In one embodiment, the angle adjustment mechanism includes:

[0015] A flip plate, which is fixedly connected to the hydraulic servo motor;

[0016] A first adjustment mechanism is fixedly connected to the flip plate;

[0017] A second adjusting mechanism is fixedly connected to the adjusting plate, and the first adjusting mechanism and the second adjusting mechanism are rotatably connected, allowing the flip plate to rotate in the second direction; and, or

[0018] The first adjustment mechanism includes two first adjustment blocks, and the second adjustment mechanism includes two second adjustment blocks, which correspond one-to-one with the first adjustment blocks.

[0019] In one embodiment, the angle adjustment mechanism further includes a third adjustment mechanism, the third adjustment mechanism comprising:

[0020] The third adjusting block is fixedly connected to the flip plate;

[0021] An extension bracket, one end of which is fixedly connected to the adjustment plate, and the other end of which is rotatably connected to the third adjustment block in the second direction.

[0022] In one embodiment, the angle adjustment mechanism includes a fixed base plate, and the second adjustment mechanism and the third adjustment mechanism are respectively mounted on the adjustment plate via the fixed base plate;

[0023] The fixed base plate has an adjustment slot, the length of which is arranged along the third direction. The adjustment plate has an adjustment hole, a plurality of which are arranged in an array along the second direction and the third direction. An adjustment bolt is provided in the adjustment hole, and the adjustment bolt passes through the adjustment hole and connects to the adjustment hole.

[0024] The first direction, the second direction, and the third direction are all perpendicular to each other.

[0025] In one embodiment, the steering mechanism is connected to a rotating pin, and the steering mechanism is rotatably connected to the adjusting plate along the first direction via the rotating pin;

[0026] The adjusting plate is equipped with an extension arm, the extension arm is connected to a rotating arm, and the rotating pin is rotatably connected to the rotating arm.

[0027] In one embodiment, the wheel-end loading system includes a gantry, a side-fixed bracket, and two wheel-end adapters, the two wheel-end adapters being respectively mounted on the two wheel ends of the front axle;

[0028] The first actuation assembly includes two vertical actuation cylinders, which are mounted on the gantry and connected to the wheel end adapter.

[0029] The second actuation assembly includes two lateral actuation cylinders, which are mounted on the lateral fixing bracket and connected to the wheel end adapter.

[0030] In one embodiment, the wheel-end adapter includes:

[0031] A connecting coupling plate is provided, which is used to connect to the vertical actuating cylinder and the lateral actuating cylinder respectively;

[0032] A test wheel hub, which is used to mount a tire, and is fixedly connected to the connecting coupling piece;

[0033] An outer bearing is fixedly connected to the test wheel hub;

[0034] An inner bearing is used to connect to the steering knuckle of the front axle, and the inner bearing is rotatably connected to the outer bearing.

[0035] In one embodiment, the vertical actuation cylinder is connected to the gantry frame via a ball joint mechanism;

[0036] The vertical actuating cylinder is connected to a first force sensor, and the wheel end adapter is connected to a rotating connection end, with the first force sensor connected to the rotating connection end.

[0037] In one embodiment, a lateral loading connecting rod is connected between the lateral actuation cylinder and the wheel end adapter;

[0038] The lateral loading connecting rod includes a wheel end spherical bearing rod, a loading rod, a second force sensor, and a cylinder end spherical bearing rod connected in sequence, with the axes of the wheel end spherical bearing rod and the cylinder end spherical bearing rod perpendicular to each other.

[0039] The aforementioned steering system test apparatus includes a frame fixing system that fixes the actual vehicle frame, an input drive system that inputs a preset drive to the steering control mechanism, and a wheel-end loading system that applies a preset force to the wheel-end clamps of the front axle through a first actuating component and a second actuating component. This can simulate the force conditions of the steering system during vehicle operation and steering, making the force conditions of the steering system during the test more consistent with the real state of the vehicle during operation, so as to obtain more accurate evaluation test results.

[0040] The actual vehicle frame is supported and fixed by the frame fixing system, which makes the space above the actual vehicle frame completely open, leaving enough space to realize the actual vehicle oil pump and oil pipe layout, thus realizing a true actual vehicle system layout.

[0041] In addition, the first actuation component is arranged above the wheel end, which solves the threshold requirement of traditional technology that foundation construction is required on the lower side of the wheel end before the test bench can be built. Since the cab of the flat-head truck in commercial vehicles is relatively high, if the first actuation component is arranged at the lower end of the wheel end, the overall height of the experimental device will not be less than four meters. The design of this application reduces the construction cost and difficulty by arranging the first actuation component above the wheel end. At the same time, it also reduces the arrangement height of the actual vehicle frame component system, so that the actual vehicle component system does not need to be climbed when installed, which is safe and convenient.

[0042] In summary, the steering system testing device provided in this application can test steering systems and features low cost, easy setup, and good safety. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the structure of a steering system test apparatus according to some embodiments of this application;

[0044] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle;

[0045] Figure 3 This is a schematic diagram of the structure of the steering system test apparatus in some embodiments of this application after the crossbeam of the gantry is hidden;

[0046] Figure 4This is a schematic diagram of the structure of the steering system test apparatus in some embodiments of this application, in which the gantry is hidden;

[0047] Figure 5 This is a partial structural schematic diagram of a steering system test apparatus according to some embodiments of this application;

[0048] Figure 6 This is a top view of a steering system test apparatus according to some embodiments of this application;

[0049] Figure 7 This is a partial schematic diagram illustrating the input drive system in a steering system test apparatus according to some embodiments of this application;

[0050] Figure 8 This is a schematic diagram illustrating the angle adjustment mechanism in a steering system test apparatus according to some embodiments of this application;

[0051] Figure 9 This is a partial schematic diagram of the steering system test apparatus of some embodiments of this application, showing the input-end drive system from another angle;

[0052] Figure 10 This is a schematic diagram of the wheel-end loading system in the steering system test apparatus of some embodiments of this application;

[0053] Figure 11 This is a schematic diagram of the wheel-end adapter in the steering system test apparatus of some embodiments of this application.

[0054] Explanation of reference numerals in the attached figures:

[0055] 1. Actual vehicle component system; 11. Actual vehicle frame; 12. Leaf spring; 121. First leaf spring; 122. Second leaf spring; 13. Front axle; 14. Steering tie rod; 15. Steering arm; 16. Recirculating ball hydraulic power steering system; 17. Steering control mechanism;

[0056] 2. Input drive system; 21. Hydraulic servo motor; 22. Transition centering plate; 23. Connecting plate; 24. Rotating arm; 241. First rotating arm; 242. First rotating arm; 25. Rotating pin; 26. Rigidity fixing plate; 27. Extended arm; 271. First long arm; 272. Second long arm; 28. Angle adjustment mechanism; 281. Flip plate; 282. First adjustment mechanism; 283. Third adjustment mechanism; 2831. Third adjustment block; 2832. Extension bracket; 284. Second adjustment mechanism; 285. Fixed base plate; 2851. Adjustment slot; 29. ​​Adjustment plate; 291. Fixing frame; 292. Adjustment hole;

[0057] 3. Wheel-end loading system; 31. Gantry frame; 311. Crossbeam; 312. Longitudinal beam; 32. Ball joint mechanism; 321. Transition plate; 322. Ball joint seat; 33. Vertical actuation cylinder; 34. Side fixed bracket; 35. Lateral actuation cylinder; 36. First force sensor; 37. Rotary connection end; 371. Rotary end; 372. Pin; 38. Wheel-end adapter; 381. Connecting coupling plate; 382. Test wheel hub; 383. Outer bearing; 384. Inner bearing; 39. Lateral loading connecting rod; 391. Wheel-end spherical bearing with rod; 392. Loading rod; 393. Second force sensor; 394. Cylinder-end spherical bearing with rod; 395. Connection end;

[0058] 4. Front support of the frame; 41. First beam front frame; 42. Front support; 43. Second beam front frame;

[0059] 5. Rear support of the frame; 51. Rear frame of the first beam; 52. Rear support; 53. Rear frame of the second beam. Detailed Implementation

[0060] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0061] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0062] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0063] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0064] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0065] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0066] Currently, with the increasing popularity of automobiles, they have become the primary means of transportation. The development of commercial vehicle technology is also accelerating. Commercial vehicles refer to automobiles used for transporting people and goods, typically including buses and trucks. In traditional technology, the actual vehicle component system includes a vehicle frame, which comprises a left longitudinal beam, a right longitudinal beam, and a crossbeam connecting the two. The vehicle frame is connected to the steering system via leaf springs. The steering system includes a front axle mounted on the leaf springs, a steering control mechanism on the front axle, and a steering transmission mechanism connecting the front axle and the steering control mechanism.

[0067] The inventors have noticed that during the production and R&D process of commercial vehicles, it is necessary to evaluate and test their steering systems, because the performance of the commercial vehicle steering system directly affects the user's perception and evaluation of the whole vehicle. However, the development of bench testing technology for commercial vehicle steering systems is slow both domestically and internationally. The system performance evaluation mainly relies on the whole vehicle evaluation, but the whole vehicle stage evaluation has problems such as delayed problem discovery, high verification costs, long cycle, and low replacement efficiency.

[0068] Based on the above considerations, and to solve the aforementioned problems, the inventors, through in-depth research, designed a steering system testing device, including a frame fixing system, an input-end drive system, and a wheel-end loading system. The frame fixing system supports and fixes the actual vehicle frame, the input-end drive system inputs a preset drive to the steering mechanism, and the wheel-end loading system applies a preset force to the wheel ends from above and to the side. This steering system testing device is characterized by low cost, ease of assembly, and high safety.

[0069] See Figure 1 and Figure 3 , Figure 1 The diagram shows a schematic representation of the steering system testing apparatus according to some embodiments of the present invention. Figure 3 This diagram illustrates the structure of a steering system testing apparatus according to some embodiments of the present invention, with the crossbeam 311 of the gantry 31 concealed. One embodiment of the present invention provides a steering system testing apparatus, including a frame fixing system, an input drive system 2, and a wheel-end loading system 3. The frame fixing system supports and fixes the actual vehicle frame 11. The output end of the input drive system 2 is connected to the steering control mechanism 17 and is used to input a preset drive to the steering control mechanism 17. The wheel-end loading system 3 includes a first actuating component and a second actuating component. The first actuating component is disposed above the wheel end of the front axle 13 and applies a preset force to the wheel end of the front axle 13 along a first direction. The second actuating component is disposed to the side of the front axle 13 and applies a preset force to the wheel end of the front axle 13 along a second direction. The first and second directions intersect.

[0070] like Figure 3 As shown in the figure, the Z direction is the first direction, the X direction is the second direction, and the Y direction is the third direction. The first direction, the second direction, and the third direction are all perpendicular to each other.

[0071] The steering system testing apparatus in the above embodiments includes a frame fixing system that fixes the actual vehicle frame 11, an input drive system 2 that inputs a preset drive to the steering control mechanism 17, and a wheel-end loading system 3 that applies a preset force to the wheel-end clamps of the front axle 13 through a first actuating component and a second actuating component. This simulates the force conditions of the steering system during vehicle operation and steering, making the force conditions of the steering system during the test more consistent with the actual state of vehicle operation, thus obtaining more accurate evaluation test results. The actual vehicle frame 11 is supported and fixed by the frame fixing system, allowing the space above the actual vehicle frame 11 to be completely open, providing sufficient space for the actual vehicle layout of the oil pump and oil pipes, enabling a truly realistic actual vehicle system layout. Furthermore, the first actuating component is positioned above the wheel end, overcoming the traditional requirement of foundation construction for bench setup on the underside of the wheel end. Given the relatively high height of the cab in commercial vehicles like flat-nose trucks, without construction, placing the first actuating component below the wheel end would result in a total test device height of at least four meters. This design, by placing the first actuating component above the wheel end, reduces construction costs and difficulty, while also lowering the overall height of the vehicle frame 11 component system. This eliminates the need for climbing during installation of the vehicle component system 1, ensuring good safety and ease of installation. The steering system test device provided by this application can test the steering system and features low cost, ease of setup, and high safety.

[0072] The steering system test device in the above embodiments includes an input-end drive system 2 with one test channel and a wheel-end loading system 3 with two test channels set along the first direction and two test channels set along the second direction. Therefore, this solution can also be called a five-channel steering system test device. The steering system test device provides an overall layout scheme, including a mechanical decoupling test device design scheme for the wheel-end loading system, an integrated input-end drive test device design scheme, and a frame fixing scheme, etc.

[0073] Specifically, see Figure 4 and Figure 5 , Figure 4 This diagram illustrates a structural schematic of a steering system testing apparatus according to some embodiments of the present invention, in which the gantry 31 is concealed. Figure 5A partial structural schematic diagram of a steering system testing apparatus according to some embodiments of the present invention is shown. Specifically, in some embodiments, the steering system testing apparatus tests a commercial vehicle with a non-independent suspension employing recirculating ball hydraulic power steering, involving more actual vehicle components and a more complex system. The actual vehicle component system 1 includes an actual vehicle frame 11, which includes a left longitudinal beam 312, a right longitudinal beam 312, and a crossbeam 311 connecting the two. The actual vehicle frame 11 is connected to the steering system via leaf springs 12. The steering system includes a front axle 13 connected to the leaf springs 12, which includes a first leaf spring 121 and a second leaf spring 122, connected at both ends of the front axle 13. The front axle 13 is equipped with a steering control mechanism 17. A steering transmission mechanism is connected between the front axle 13 and the steering control mechanism 17. The steering transmission mechanism includes a steering tie rod 14, a steering gear arm 15, and a recirculating ball hydraulic power steering gear 16 connected in sequence. One end of the steering tie rod 14 is connected to the arm of the front axle 13, and the other end is connected to the recirculating ball hydraulic power steering gear 16 through the steering gear arm 15. The recirculating ball hydraulic power steering gear 16 is connected to the steering control mechanism 17.

[0074] See Figure 6 , Figure 6 A top view of a steering system testing apparatus according to some embodiments of the present invention is shown. In some embodiments, the frame fixing system includes a front frame support 4 and a rear frame support 5. The front frame support 4 includes a front support 42, and a first beam front frame 41 and a second beam front frame 43 disposed on the front support 42. The rear frame support 5 includes a rear support 52, and a first beam rear frame 51 and a second beam rear frame 52 disposed on the rear support 52. The front frame support 4 and the rear frame support 5 are used to support the actual vehicle frame 11 and are fixedly connected to the actual vehicle frame 11. Based on the existing mounting hole connection positions of the actual vehicle frame 11, install and fix the front support 42 and the rear support 52; place the first beam front frame 41 and the second beam front frame 43 onto the front support 42, and install the first beam rear frame 51 and the second beam rear frame 52 onto the rear support; hoist the actual vehicle frame 11, adjust the relative position to connect the actual vehicle frame 11 with the corresponding bracket, tighten all connecting bolts, and complete the installation and fixing of the actual vehicle frame 11. Install the leaf spring 12 and fixing accessories onto the actual vehicle frame 11, then fix the front axle 13 to the leaf spring 12 and the leaf spring 12 in the fixing accessories. Finally, install the recirculating ball hydraulic power steering gear 16 and the steering gear drop arm 15, and connect the steering gear drop arm 15 and the joint arm in the front axle 13 through the steering tie rod 14.

[0075] The actual vehicle frame 11 is supported by a universal frame fixing system. The upper space of the actual vehicle frame 11 is completely open, providing sufficient space for the actual vehicle layout of the oil pump and oil pipes, enabling the layout of the entire vehicle's hydraulic power steering system. The solution is easier to implement and has better versatility. Through the reasonable height design of the front frame support 4 and the rear frame support 5, the overall height of the experiment is effectively reduced. The installation of actual vehicle parts does not require climbing, making the operation simple and safe. Through the adaptation design of the original mounting holes of the actual vehicle frame 11 with the frame fixing system, the connection and fixation of the actual vehicle frame 11 can be achieved without modifying the frame, which well preserves the inherent characteristics of the frame, solves the modification problem of the actual vehicle frame 11, and improves the testing accuracy.

[0076] See Figures 7 to 9 , Figure 7 A partial schematic diagram of the input-end drive system 2 in a steering system test apparatus according to some embodiments of the present invention is shown. Figure 8 The diagram shows a schematic representation of the angle adjustment mechanism 28 in a steering system test apparatus according to some embodiments of the present invention. Figure 9 A partial schematic diagram illustrating another angle of the input drive system 2 in a steering system test apparatus according to some embodiments of the present invention is shown. In some embodiments, the output end of the input drive system 2 is connected to the steering control mechanism 17 and is used to input a preset drive to the steering control mechanism 17. In some embodiments, the input drive system 2 includes an adjustment plate 29, a hydraulic servo motor 21, and an angle adjustment mechanism 28. The output end of the hydraulic servo motor 21 is connected to the steering control mechanism 17. One end of the angle adjustment mechanism 28 is connected to the hydraulic servo motor 21, and the other end is connected to the adjustment plate 29. The angle adjustment mechanism 28 is used to adjust the angle of the hydraulic servo motor 21.

[0077] In some embodiments, the angle adjustment mechanism 28 includes a flip plate 281, a first adjustment mechanism 282, and a second adjustment mechanism 284. The flip plate 281 is fixedly connected to a hydraulic servo motor 21, the first adjustment mechanism 282 is fixedly connected to the flip plate 281, and the second adjustment mechanism 284 is fixedly connected to an adjustment plate 29. The first adjustment mechanism 282 and the second adjustment mechanism 284 are rotatably connected, allowing the flip plate 281 to rotate in a second direction. Alternatively, the first adjustment mechanism 282 includes two first adjustment blocks, and the second adjustment mechanism 284 includes two second adjustment blocks, each corresponding to one of the first adjustment blocks. In some embodiments, the angle adjustment mechanism 28 further includes a third adjustment mechanism 283. The third adjustment mechanism 283 includes a third adjustment block 2831 and an extension bracket 2832. The third adjustment block 2831 is fixedly connected to the flip plate 281, and one end of the extension bracket 2832 is fixedly connected to the adjustment plate 29, while the other end is rotatably connected to the third adjustment block 2831 in a second direction. The first adjustment mechanism 282 and the second adjustment mechanism 284 achieve the first point rotation angle adjustment, and the third adjustment mechanism 283 achieves the second point rotation angle adjustment, so that the angle adjustment mechanism 28 has two-point rotation angle adjustment. The two first adjustment blocks and one third adjustment block 2831 form a three-point support for the flip plate 281, making the angle adjustment of the angle adjustment mechanism 28 flexible and stable.

[0078] In some embodiments, the angle adjustment mechanism 28 includes a fixed base plate 285, and the second adjustment mechanism 284 and the third adjustment mechanism 283 are respectively mounted on the adjustment plate 29 through the fixed base plate 285. The fixed base plate 285 has an adjustment slot 2851, the length direction of which is arranged along the third direction. The adjustment plate 29 has an adjustment hole 292, a plurality of which are arranged in an array along the second and third directions. An adjustment bolt is provided in the adjustment hole 292, and the adjustment bolt passes through the adjustment hole 292 and connects to the adjustment hole 292.

[0079] See Figure 7 In some embodiments, the steering mechanism 17 is connected to a rotating pin 25, and the steering mechanism 17 is rotatably connected to the adjusting plate 29 in a first direction via the rotating pin 25. The adjusting plate 29 is equipped with an extension arm 27, and the extension arm 27 is connected to a rotating arm 24, with the rotating pin 25 rotatably connected to the rotating arm 24.

[0080] Specifically, the adjusting plate 29 is sequentially connected to an extension arm 27 and a rotating arm 24. The extension arm 27 includes a first long arm 271 and a second long arm 272 respectively placed on both sides of the adjusting plate 29. The rotating arm 24 includes a first rotating arm 242 and a second rotating arm. One end of the first rotating arm 242 is fixedly connected to the first long arm 271, and the other end is rotatably connected to the rotating pin 25. One end of the second rotating arm is fixedly connected to the second long arm 272, and the other end is rotatably connected to the rotating pin 25.

[0081] When assembling the input drive system 2, first assemble the angle adjustment mechanism 28. This mechanism adopts a two-point rotation angle adjustment and a three-point support method. After adjusting to the target angle, it is fixed and locked. Then, install the angle adjustment mechanism 28 onto the adjustment plate 29. The fixed base plate 285 adopts a long strip adjustment slot 2851. The adjustment plate 29 has multiple rows of adjustment holes 292, which can realize stepless adjustment in the longitudinal direction and step adjustment in the lateral direction. Then, install the hydraulic servo motor 21 onto the angle adjustment mechanism 28.

[0082] The steering control mechanism 17 is connected to the hydraulic servo motor 21 via the connecting plate 23 and the transition centering plate 22. The extension arm 27 is installed on the adjusting plate 29, and the rotating pin 25 is installed on the steering control mechanism 17. The rotating pin 25 is connected to the extension arm 27 via the rotating arm 24, wherein the extension arm 27 can rotate around the rotating pin 25. The rigidity fixing plate 26 is installed to complete the assembly of the input end drive system 2.

[0083] The angle adjustment mechanism 28, hydraulic servo motor 21, and steering control mechanism 17 fixing device are integrated together. Through the combined design and application of multiple rows of adjustment slots 2851 and adjustment holes 292, the arrangement of a real vehicle steering column can be simulated, allowing for stepless adjustment in vertical, longitudinal, and lateral installation positions. Traditional methods require an external column to solve the problems of fixing the steering control mechanism 17 bracket and adjusting its height. However, using a column presents challenges such as difficulty in placement, large footprint, and significant engineering work. The integrated design effectively solves this problem. The integrated input-end drive test device solution makes fixing and adjusting the angle of the steering control mechanism 17 more convenient. It is a low-threshold, easy-to-implement, low-cost, and safe steering system test device solution, and is also more suitable for commercial vehicle testing.

[0084] During the steering process of a real vehicle, the spatial movement of the steering knuckle can easily cause motion interference between the preset forces in the first and second directions simultaneously applied to the wheel end. This application solves the mechanical coupling problem through reasonable degree of freedom design. This application relates to a mechanical decoupling scheme for a wheel end loading system 3 that determines the function of the test bench.

[0085] Specifically, see Figure 10 and Figure 11 , Figure 10 This diagram illustrates the structure of the wheel-end loading system 3 in the steering system test apparatus of some embodiments of the present invention. Figure 11A schematic diagram of the wheel-end adapter 38 in a steering system test apparatus according to some embodiments of the present invention is shown. The wheel-end loading system 3 includes a first actuating component and a second actuating component. The first actuating component is disposed above the wheel end of the front axle 13 and applies a preset force to the wheel end of the front axle 13 along a first direction. The second actuating component is disposed to the side of the front axle 13 and applies a preset force to the wheel end of the front axle 13 along a second direction. The first and second directions are perpendicular to each other.

[0086] See Figure 1 , Figure 2 and Figure 10 In some embodiments, the wheel-end loading system 3 includes a gantry 31, a side fixing bracket, and two wheel-end adapters 38, which are respectively mounted on the two wheel ends of the front axle 13. The first actuation assembly includes two vertical actuation cylinders 33, which are mounted on the gantry 31 and connected to the wheel-end adapters 38.

[0087] In some embodiments, the gantry 31 includes crossbeams 311 and longitudinal beams 312. The crossbeams 311 are arranged horizontally, i.e., along a third direction, and the longitudinal beams 312 are arranged vertically, i.e., along a first direction. There are four longitudinal beams 312, arranged in pairs on both sides of the vehicle frame 11. There are two crossbeams 311, also arranged on both sides of the vehicle frame 11, with each crossbeam 311 connecting two longitudinal beams 312. The above arrangement of the gantry 31 is a longitudinal gantry 31; however, a transverse gantry 31 can also be used.

[0088] Specifically, in some embodiments, the vertical actuation cylinder 33 is arranged above the wheel end, effectively controlling the overall height. This solves the problem of the threshold requirement that the traditional technology requires foundation construction before the platform can be built when the cylinder is arranged below the wheel end, reducing the construction cost and difficulty. This solution can be built on a conventional iron floor foundation without additional foundation modification investment, reducing the implementation cost and implementation cycle.

[0089] Specifically, the second actuation assembly includes two lateral actuation cylinders 35, which are mounted on a side fixing bracket 34 and connected to a wheel end adapter 38. In some embodiments, the height of the side fixing bracket is adjustable, thereby adjusting the height of the lateral actuation cylinders 35 fixed on the side fixing bracket, making it easier to connect the lateral actuation cylinders 35 to the wheel end adapter 38.

[0090] See Figure 11In some embodiments, the wheel-end adapter 38 includes a connecting coupling plate 381, a test wheel hub 382, ​​an outer bearing 383, and an inner bearing 384. The connecting coupling plate 381 is used to connect to the vertical actuation cylinder 33 and the lateral actuation cylinder 35, respectively. The test wheel hub 382 is used to mount the tire and is fixedly connected to the connecting coupling plate 381. The outer bearing 383 is fixedly connected to the test wheel hub 382 and is used to connect to the steering knuckle of the front axle 13. The inner bearing 384 is rotatably connected to the outer bearing 383. Using the test wheel hub 382 instead of the actual wheel hub reduces the footprint, lowers the manufacturing difficulty, and matches the bearings of the actual wheel hub, resulting in lower costs. Based on the connection requirements, a simpler connecting coupling plate 381 was designed, which has good versatility and low manufacturing difficulty. At the same time, this method results in a shorter swing arm, and the displacement stroke of a conventional linear actuator can meet the usage requirements, further reducing the threshold requirements for the equipment required for bench construction. While retaining the rotational freedom of the wheel hub, it solves the connection problem with the lateral actuator in some embodiments at a very low cost.

[0091] See Figure 2 In some embodiments, the vertical actuation cylinder 33 is connected to the gantry frame 31 by a ball joint mechanism 32. Specifically, the ball joint mechanism 32 includes a transition plate 321 fixedly connected to the gantry frame 31 and a ball joint seat 322 fixedly connected to the transition plate 321. In some embodiments, a ball joint structure is applied at the tail end, and the position connected to the wheel end adapter 38 is fitted with a clearance to increase a rotational degree of freedom.

[0092] The vertical actuation cylinder 33 is connected to a first force sensor 36, and the wheel end adapter 38 is connected to a rotating connection end 37. The first force sensor 36 is connected to the rotating connection end 37.

[0093] See Figure 10 In some embodiments, a lateral loading connection is provided between the lateral actuation cylinder 35 and the wheel end adapter 38. Specifically, the lateral loading connecting rod 39 includes a wheel end spherical bearing rod 391, a loading rod 392, a second force sensor 393, and a cylinder end spherical bearing rod 394 connected in sequence. The axes of the wheel end spherical bearing rod 391 and the cylinder end spherical bearing rod 394 are perpendicular to each other. Regarding the lateral actuator, the structure of the lateral loading connecting rod 39 is adopted, with spherical bearings at both ends. Through the combined use of the above design, the mechanical coupling problem of the wheel end loading system 3 is solved.

[0094] When using the wheel-end loading system 3, install the wheel-end adapter 38 onto the steering knuckle in the front axle 13 and tighten it with the axle head nut; install and fix the gantry 31 according to the center plane position of the connecting coupling plate 381, install the ball hinge seat mechanism 32 onto the crossbeam 311, connect the vertical actuation cylinder to the ball hinge seat 322, connect the first force sensor 36 to the vertical actuation cylinder, and connect the first force sensor 36 to the wheel-end adapter 38 by rotating the connecting end 37, wherein the rotating end 371 and the pin 372 can rotate relative to each other; install the lateral actuation cylinder 35 onto the side fixing bracket 34, and then fix the side fixing bracket 34 according to the connection position of the connecting coupling plate 381; first install the connecting end 395 onto the lateral actuation cylinder 35, and connect the connecting end 395 to the connecting coupling plate 381 through the lateral loading connecting rod 39, wherein the mounting surfaces of the wheel-end spherical bearing rod 391 and the cylinder-end spherical bearing rod 394 are perpendicular, thus completing the assembly of the wheel-end loading system 3.

[0095] The mechanical decoupling scheme of the wheel-end loading system 3 in the above embodiments solves the mechanical coupling interference problem of synchronous movement with the lateral actuator in some embodiments, and provides a test device solution for fixing the actual vehicle steering control device arrangement, which directly affects the test feel smoothness. The setting of the first force sensor 36 and the second force sensor 393 enables the wheel-end loading system 3 to control and monitor the real-time steering resistance torque, which is more conducive to the wheel coupling control method for controlling and monitoring the steering resistance torque, and makes the resistance torque simulation control adjustment simpler and more convenient.

[0096] The setup process for the steering system test apparatus in this application includes:

[0097] 1. Complete the installation of the actual vehicle frame 11. Specifically, install and fix the front support 42 and the rear support 52 according to the connection position of the mounting holes of the actual vehicle frame 11.

[0098] Place the first beam front frame 41 and the second beam front frame 43 onto the front support 42, and install the first beam rear frame 51 and the second beam rear frame 52 onto the rear support; hoist the actual vehicle frame 11, adjust the relative position so that the actual vehicle frame 11 is connected to the corresponding bracket, tighten all connecting bolts, and complete the installation and fixing of the actual vehicle frame 11.

[0099] 2. Install the actual vehicle component system 1, and perform all installations in strict accordance with the vehicle installation requirements. Specifically, install the leaf spring 12 and its fixing accessories onto the actual vehicle frame 11, and then fix the front axle 13 to the leaf spring 12 and the leaf spring 12 in the fixing accessories;

[0100] Install the recirculating ball type hydraulic power steering gear 16 and steering gear arm 15, and connect the steering gear arm 15 and the joint arm in the front axle 13 through the steering tie rod 14.

[0101] 3. Complete the installation of the wheel end loading system 3. Specifically, install the wheel end adapter 38 onto the steering knuckle in the front axle 13 and tighten it with the axle head nut;

[0102] Install and fix the gantry frame 31 according to the center plane position of the connecting coupling plate 381, install the ball hinge seat mechanism 32 onto the crossbeam 311, connect the vertical actuation cylinder to the ball hinge seat 322, connect the first force sensor 36 to the vertical actuation cylinder, connect the first force sensor 36 to the wheel end adapter 38 by rotating the connecting end 37, wherein the rotating end 371 and the pin 372 can rotate relative to each other; install the lateral actuation cylinder 35 onto the side fixed bracket 34;

[0103] According to the connection position of the connecting coupling plate 381, the side fixing bracket 34 is first installed on the connecting end 395 onto the lateral actuation cylinder 35, and the connecting end 395 is connected to the connecting coupling plate 381 through the lateral loading connecting rod 39. The axial directions of the wheel end spherical bearing rod 391 and the cylinder end spherical bearing rod 394 are perpendicular, thus completing the assembly of the wheel end loading system 3.

[0104] 4. Complete the installation of the input end drive system 2. Specifically, first assemble the angle adjustment mechanism 28. This mechanism adopts a two-point rotation angle adjustment and point support method. After adjusting to the target angle, fix and lock it.

[0105] Angle adjustment mechanism 28 is installed on adjustment plate 29. The fixed base plate 285 adopts a long hole structure, and the adjustment plate 29 has multiple rows of holes, which can realize stepless adjustment in the longitudinal direction and step adjustment in the lateral direction.

[0106] Then, the hydraulic servo motor 21 is installed on the angle adjustment mechanism 28, and the steering control mechanism 17 is connected to the hydraulic servo motor 21 through the connecting plate 23 and the transition centering plate 22. The extension arm 27 is installed on the adjustment plate 29, and the rotating pin 25 is installed on the steering control mechanism 17. The rotating pin 25 is connected to the extension arm 27 through the rotating arm 24, wherein the extension arm 27 can rotate around the rotating pin 25.

[0107] Install the rigidity fixing plate 26 in the appropriate position to complete the assembly of the input end drive system 2;

[0108] Based on the height of the input drive system 2, the fixing frame 291 is fixed on the longitudinal beam 312. After adjusting the first and second positions of the input drive system 2, it is fixed. The fixing frame 291 uses elongated holes for connection. Combined with the multiple rows of holes in the longitudinal beam 312, stepless vertical adjustment, step-by-step longitudinal adjustment, and stepless lateral adjustment can be achieved. Through the combination of the multiple rows of threaded holes in the longitudinal beam 312, the elongated holes in the fixing frame 291, the multiple rows of threaded holes in the adjusting plate 29, and the elongated holes in the fixing base plate 285, stepless adjustment of the input drive system 2 in the vertical, longitudinal, and lateral directions is achieved. The input drive system 2 is connected to the circulating ball hydraulic power steering gear 16 through the steering control mechanism 17, completing the construction of the overall test device.

[0109] This application provides a low-cost, easy-to-build, and safe five-channel steering system test device that can completely replicate the layout of a real vehicle steering system. It also provides a mechanical decoupling test device for a wheel-end loading system 3, and an integrated input-end drive test device that completely simulates the layout of a real vehicle steering column and is infinitely adjustable in vertical, longitudinal, and lateral positions.

[0110] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0111] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A steering system testing apparatus, characterized in that, include: The chassis mounting system is used to support and secure the actual vehicle chassis. An input-end drive system, wherein the output end of the input-end drive system is connected to the steering control mechanism and is used to input a preset drive to the steering control mechanism; A wheel-end loading system includes a first actuating component and a second actuating component. The first actuating component is disposed above the wheel end of the front axle and applies a preset force to the wheel end of the front axle along a first direction. The second actuating component is disposed on the side of the front axle and applies a preset force to the wheel end of the front axle along a second direction. The first direction and the second direction intersect. The wheel-end loading system further includes two wheel-end adapters, which are respectively installed on the two wheel ends of the front axle. Each wheel-end adapter includes a connecting coupling plate, a test wheel hub, an outer bearing, and an inner bearing. The connecting coupling plate is used to connect to the first actuation component and the second actuation component, respectively. The test wheel hub is used to install a tire and is fixedly connected to the connecting coupling plate. The outer bearing is fixedly connected to the test wheel hub. The inner bearing is used to connect to the steering knuckle of the front axle and is rotatably connected to the outer bearing.

2. The steering system testing apparatus according to claim 1, characterized in that, The input terminal driving system includes: Adjustment plate; and A hydraulic servo motor, the output of which is connected to the steering mechanism; An angle adjustment mechanism is provided, with one end connected to the hydraulic servo motor and the other end connected to the adjustment plate. The angle adjustment mechanism is used to adjust the angle of the hydraulic servo motor.

3. The steering system testing apparatus according to claim 2, characterized in that, The angle adjustment mechanism includes: A flip plate, which is fixedly connected to the hydraulic servo motor; A first adjustment mechanism is fixedly connected to the flip plate; A second adjusting mechanism is fixedly connected to the adjusting plate, and the first adjusting mechanism and the second adjusting mechanism are rotatably connected, allowing the flip plate to rotate in the second direction; and, or The first adjustment mechanism includes two first adjustment blocks, and the second adjustment mechanism includes two second adjustment blocks, which correspond one-to-one with the first adjustment blocks.

4. The steering system testing apparatus according to claim 3, characterized in that, The angle adjustment mechanism further includes a third adjustment mechanism, which includes: The third adjusting block is fixedly connected to the flip plate; An extension bracket, one end of which is fixedly connected to the adjustment plate, and the other end of which is rotatably connected to the third adjustment block in the second direction.

5. The steering system testing apparatus according to claim 4, characterized in that, The angle adjustment mechanism includes a fixed base plate, and the second adjustment mechanism and the third adjustment mechanism are respectively mounted on the adjustment plate through the fixed base plate; The fixed base plate has an adjustment slot, the length of which is arranged along the third direction. The adjustment plate has an adjustment hole, a plurality of which are arranged in an array along the second direction and the third direction. An adjustment bolt is provided in the adjustment hole, and the adjustment bolt passes through the adjustment hole and connects to the adjustment hole. The first direction, the second direction, and the third direction are all perpendicular to each other.

6. The steering system testing apparatus according to claim 2, characterized in that, The steering mechanism is connected to a rotating pin, and the steering mechanism is rotatably connected to the adjusting plate along the first direction via the rotating pin. The adjusting plate is equipped with an extension arm, the extension arm is connected to a rotating arm, and the rotating pin is rotatably connected to the rotating arm.

7. The steering system testing apparatus according to claim 1, characterized in that, The wheel-end loading system includes a gantry frame and a side-fixed bracket; The first actuation assembly includes two vertical actuation cylinders, which are mounted on the gantry and connected to the wheel end adapter. The second actuation assembly includes two lateral actuation cylinders, which are mounted on the lateral fixing bracket and connected to the wheel end adapter.

8. The steering system testing apparatus according to claim 7, characterized in that, The connecting coupling plate is used to connect to the vertical actuating cylinder and the lateral actuating cylinder respectively.

9. The steering system testing apparatus according to claim 7, characterized in that, The vertical actuation cylinder is connected to the gantry frame by a ball joint mechanism; The vertical actuating cylinder is connected to a first force sensor, and the wheel end adapter is connected to a rotating connection end, with the first force sensor connected to the rotating connection end.

10. The steering system testing apparatus according to claim 7, characterized in that, A lateral loading connecting rod is connected between the lateral actuation cylinder and the wheel end adapter; The lateral loading connecting rod includes a wheel end spherical bearing rod, a loading rod, a second force sensor, and a cylinder end spherical bearing rod connected in sequence, with the axes of the wheel end spherical bearing rod and the cylinder end spherical bearing rod perpendicular to each other.

Images