A steering parking mode system kinematics bench

Abstract

The application discloses a steering parking working condition system kinematics bench, which comprises a portal frame, a steering column adjusting mechanism slidably connected with the portal frame and further arranged to be capable of rotating around an X axis, and a pair of simulation knuckle mechanisms, wherein each simulation knuckle mechanism comprises a stand column provided with a sliding rail extending in a Z axis direction, a kingpin height adjusting sliding block capable of sliding up and down along the sliding rail, a kingpin horizontal angle adjusting arm rotatably connected with the kingpin height adjusting sliding block and capable of rotating around the X axis, a kingpin vertical angle adjusting arm rotatably connected with the kingpin horizontal angle adjusting arm and capable of rotating around a Y axis, a simulation knuckle main body rotatably connected with the kingpin vertical angle adjusting arm through a bearing, the simulation knuckle main body being provided with a test load loading arm, and a simulation knuckle arm fixedly connected with the simulation knuckle main body, the simulation knuckle arm being provided with a ball pin mounting hole matched with a ball pin of a steering engine.

Description

Technical Field

[0001] This invention relates to a test bench, and more particularly to a test bench for testing vehicle steering systems. Background Technology

[0002] Parking conditions are one of the typical operating conditions of a vehicle steering system. In the past, fatigue testing of the system required road testing for verification. In recent years, bench testing has been increasingly used to replace road testing for verification.

[0003] There are two main design schemes for existing test benches: one is that the steering system is static and only load is applied; the other is that the steering system performs simple linear or planar motion. Both of these schemes are conditional simplifications of the vehicle's road conditions and cannot fully reflect or approximate the vehicle's operating conditions. Neither can reproduce the multi-degree-of-freedom motion of the steering system in a vehicle environment, which can easily lead to a significant reduction in the effectiveness of test benches as a substitute for road tests.

[0004] The reason for this is that the kinematics of the steering system is dynamic under road test parking conditions, and the movement of the hard point is multi-degree-of-freedom. Existing test benches, in order to facilitate design, all achieve this by simplifying the spatial kinematics. Although this simplification reduces the design difficulty of the test bench, it also leads to the problem that the test benches have poor performance in reproducing the working conditions of the whole vehicle. Summary of the Invention

[0005] The purpose of this invention is to provide a kinematic test bench for a steering and parking system, which aims to solve the problem that in existing test bench designs, the steering tie rod is in static or simplified linear / planar motion, rather than spatial motion consistent with the overall vehicle state, thereby improving the authenticity and effectiveness of the test bench as an alternative to road testing.

[0006] To achieve the above objectives, the present invention provides a kinematic test bench for a steering and parking system, which is used to connect to the steering system under test, and includes:

[0007] Gantry frame;

[0008] A steering column adjustment mechanism for connecting to the steering column of the steering system, the steering column adjustment mechanism being slidably connected to the gantry to slide along the gantry in the Z-axis direction, and the steering column adjustment mechanism being configured to rotate about an X-axis perpendicular to the Z-axis direction;

[0009] A pair of simulated steering knuckle mechanisms, each designed to connect to one of the two steering gear ball pins of the steering system; each simulated steering knuckle mechanism includes:

[0010] A column, on which a slide rail extending in the Z-axis direction is provided;

[0011] The master pin height adjustment slider is located on the column and can slide up and down along the slide rail;

[0012] The kingpin horizontal angle adjustment arm is rotatably connected to the kingpin height adjustment slider so that it can rotate about the X-axis;

[0013] A vertical angle adjusting arm for the kingpin, which is rotatably connected to the horizontal angle adjusting arm for the kingpin, so as to be able to rotate about a Y-axis perpendicular to the X-axis direction;

[0014] The simulated steering knuckle body is rotatably connected to the kingpin vertical angle adjustment arm via a bearing, and the simulated steering knuckle body is provided with a test load loading arm;

[0015] A simulated steering knuckle arm is fixedly connected to the simulated steering knuckle body, and the simulated steering knuckle arm is provided with a ball pin mounting hole that matches the ball pin of the steering gear.

[0016] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the base of the column is provided with a column waist hole extending along the Y-axis direction.

[0017] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the steering column adjustment mechanism includes:

[0018] A gantry slider is sleeved on the gantry so that it can slide along the gantry in the Z-axis direction;

[0019] A crossbeam, which is rotatably connected to the gantry slider, is capable of rotating about the X-axis;

[0020] A clamp, which is connected to the crossbeam, is used to connect to the steering column.

[0021] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the crossbeam is provided with a crossbeam waist hole extending along the X-axis direction.

[0022] The position of the clamp in the X-axis direction can be adjusted by using the corresponding bolts through the waist hole of the crossbeam.

[0023] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the fixture is provided with a fixture waist hole extending along the Y-axis direction.

[0024] The position of the clamp in the Y-axis direction can be adjusted by using the corresponding bolt through the waist hole of the clamp.

[0025] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the base of the gantry is provided with a gantry waist hole extending along the X-axis direction.

[0026] The position of the gantry in the X-axis direction can be adjusted by using the corresponding bolts through the waist hole of the gantry.

[0027] Furthermore, the kinematic test bench for the steering and parking system described in this invention also includes a steering gear mounting platform, which is located below the steering gear of the steering system.

[0028] Furthermore, in the kinematic test bench for the steering and parking system described in this invention, the steering gear mounting platform includes:

[0029] Basic platform;

[0030] An installation platform is provided on the base platform and is used to connect to the steering gear.

[0031] Furthermore, the base platform is provided with an elongated groove extending along the X-axis.

[0032] The position of the mounting platform in the X-axis direction can be adjusted using this elongated groove and corresponding bolts.

[0033] Furthermore, in the kinematic test bench of the steering parking system described in this invention, the mounting platform is provided with a mounting platform waist hole extending along the Y-axis direction.

[0034] The position of the mounting platform in the Y-axis direction can be adjusted by using the corresponding bolts through the waist hole of the mounting platform.

[0035] Therefore, the steering gear of the steering system being tested can be fixedly mounted on the mounting platform, and the steering column can be fixed by a clamp, the angle and position of which are adjustable, so as to meet the different requirements of steering column structure and position of different platforms and different vehicle models.

[0036] This invention simulates the steering knuckle and kingpin by simulating the steering knuckle mechanism, ensuring that the rotation axis of the fixing fixture for the steering hard point S2 (the connection point between the steering tie rod and the steering knuckle arm) is consistent with the overall vehicle arrangement of the hard point kinematics. Furthermore, by simulating the steering knuckle mechanism, the fixture for the steering hard point S2 is made adjustable with multiple degrees of freedom to accommodate the steering trapezoidal structure arrangement of different platforms and vehicle models.

[0037] The present invention can reproduce the load of the steering system by the following loading method: the steering torque and angle are applied to the test object through the steering column shaft end, and the loads of the left and right tie rods are applied to the test load loading arm by the hydraulic cylinder to drive the simulated steering knuckle body to rotate around the virtual kingpin axis, thereby causing the steering tie rod to be loaded and to move in space.

[0038] The kinematic test bench for steering parking system described in this invention solves the problem that the steering tie rod is in a static or simplified linear / planar motion in existing test bench designs, thereby improving the authenticity and effectiveness of the test bench as an alternative to road testing. Attached Figure Description

[0039] Figure 1 A schematic diagram illustrating the working principle of a vehicle steering system is shown.

[0040] Figure 2 The diagram schematically illustrates the overall structure of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0041] Figure 3 A schematic diagram of the steering system under test is shown.

[0042] Figure 4 A partial magnification was displayed Figure 3 Point A in the diagram.

[0043] Figure 5 The diagram schematically illustrates a simulated steering knuckle mechanism of the kinematic test bench for the steering and parking system described in this invention, in one embodiment.

[0044] Figure 6 The diagram schematically illustrates the structure of a simulated steering knuckle in one embodiment of the kinematic test bench for the steering and parking system described in this invention.

[0045] Figure 7 The diagram schematically illustrates the structure of the kingpin angle adjustment component of the kinematic test bench for the steering parking system of the present invention in one embodiment, viewed from a single perspective.

[0046] Figure 8 The diagram schematically illustrates the structure of the kingpin angle adjustment component of the kinematic test bench for the steering and parking system of the present invention in one embodiment, viewed from another perspective.

[0047] Figure 9 The diagram schematically illustrates the structure of the column of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0048] Figure 10 The diagram schematically illustrates the structure of the steering column adjustment mechanism of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0049] Figure 11 The diagram schematically illustrates the structure of a steering gear mounting platform in one embodiment of the kinematic test bench for the steering and parking system described in this invention.

[0050] Figure 12 The diagram schematically illustrates the test loading state of the kinematic test bench for the steering and parking system described in this invention under one embodiment.

[0051] Figure 13 The running trajectory at point S2 and the theoretical trajectory of the whole vehicle at point S2 are shown in comparison using the kinematic test bench of the steering and parking system described in this invention.

[0052] Figure 14 The theoretical spatial motion trajectory coordinates of point S2 during the overall vehicle design are compared with the measured spatial coordinates of point S2 using the test bench of this invention. Detailed Implementation

[0053] The kinematic test bench for the steering and parking system of the present invention will be further explained and described below with reference to the accompanying drawings and specific embodiments. However, this explanation and description do not constitute an improper limitation on the technical solution of the present invention.

[0054] Figure 1 A schematic diagram illustrating the working principle of a vehicle steering system is shown.

[0055] like Figure 1 As shown, the spatial kinematics of the vehicle steering system specifically refers to the changes in the spatial coordinate values ​​of the steering hard points S1 and S2 of the steering system during the steering process. S1 represents the connection point between the steering rack and the steering tie rod, and S2 represents the connection point between the steering tie rod and the steering knuckle arm.

[0056] When the driver inputs torque and angle to the steering system, the input is transmitted through the steering wheel and steering column, and then by the steering gear input gear 91 to the steering trapezoidal structure. The steering gear input gear 91 and the steering rack 92 are in a gear-rack meshing relationship, which converts the rotational motion of the steering system into the linear motion of the rack. The steering rack 92 pushes the steering knuckle arm 94 to rotate around the kingpin axis via the steering tie rod 93, thereby driving the wheel assembly to rotate and achieving the steering function.

[0057] The multibody kinematics model Adams / Car simulates the vehicle parking situation, i.e., the steering wheel is turned to the left and right limits respectively, and the spatial coordinate values ​​of the steering hard points S1 / S2 are output. Taking a certain vehicle model as an example, the coordinate values ​​of the steering hard points S1 / S2 of the left tie rod when the steering wheel is at the left and right limits and in the middle position are shown in Table 1 below. The reference coordinate system is the whole vehicle coordinate system.

[0058] Table 1 Spatial kinematic coordinates of a certain vehicle's steering system

[0059]

[0060] Table 1 shows that at the left / right extreme positions, the X and Z coordinates of the steering hard point S1 change little, while the Y coordinate changes significantly. This is due to the rack's movement in the Y direction. Based on the changes in X / Y / Z coordinates, the steering hard point S1 can be considered to be moving approximately linearly in the Y direction. The X / Y / Z coordinates of the steering hard point S2 all change significantly, indicating that the trajectory of the steering hard point S2 during steering is spatial, rather than linear or planar. Therefore, the existing test bench cannot accurately simulate the working conditions of the steering system.

[0061] Figure 2 The diagram schematically illustrates the overall structure of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0062] like Figure 2 As shown, in this embodiment, a steering parking system kinematic test bench is used to install and test the steering system 7. The steering parking system kinematic test bench includes: a gantry 5; a steering gear mounting platform 6 for mounting the steering gear of the steering system 7; a steering column adjustment mechanism 2 for connecting to the steering column of the steering system 7; and a pair of simulated steering knuckle mechanisms 3, which are respectively used to connect to the two steering gear ball pins of the steering system 7.

[0063] Figure 3 A schematic diagram of the steering system under test is shown. Figure 4 A partial magnification was displayed Figure 3 Point A in the diagram.

[0064] like Figure 3 As shown, the steering system under test includes a steering gear 71, which can be subsequently fixed to the mounting platform 62 of the steering parking system kinematic test bench via mounting bolts 76. Two steering gear ball joints 73, symmetrically arranged on the left and right, are subsequently installed into the ball joint mounting holes 371 of the steering parking system kinematic test bench, thereby connecting to the simulated steering knuckle mechanism 3 to realize the transmission of test loads and kinematics to the test object.

[0065] like Figure 4 As shown, the steering gear 71 and steering column 72 are internally connected by an M8 bolt 77 to transmit system torque and rotation.

[0066] Continue reading Figure 3 The steering column 72 is subsequently fixed to the steering column adjustment mechanism 2 via the steering column mounting bracket 75.

[0067] During the test, the rotary electric cylinder transmits torque and rotation to the steering system, which is the test object, through the spline 74 connected to the steering shaft end.

[0068] Figure 5The diagram schematically illustrates a simulated steering knuckle mechanism of the kinematic test bench for the steering and parking system described in this invention, in one embodiment.

[0069] like Figure 5 As shown, in some embodiments, the simulated steering knuckle mechanism includes a column 31.

[0070] Figure 9 The diagram schematically illustrates the structure of the column of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0071] like Figure 9 As shown, the column 31 is provided with a slide rail extending in the Z-axis direction. The kingpin height adjusting slider 32 is mounted on the column 31 and can slide up and down along the slide rail. The kingpin height adjusting slider 32 slides up and down within the slide rail of the column 31 to realize the adjustment of the simulated steering knuckle mechanism 3 in the height direction (i.e., the Z-axis direction). After the kingpin height adjusting slider 32 is adjusted to the correct height, its relative position with the column 31 can be locked by the Z-axis locking nut 311.

[0072] The column 31 is fixed to the floor by bolts. In some preferred embodiments, the base of the column 31 may also be provided with a column waist hole 312 extending along the Y-axis. Thus, the bolts can be tightened through the column waist hole 312, and the position of the column 31 in the Y-axis direction can be adjusted.

[0073] Figure 7 The diagram schematically illustrates the structure of the kingpin angle adjustment component of the kinematic test bench for the steering parking system of the present invention in one embodiment, viewed from a single perspective.

[0074] Figure 8 The diagram schematically illustrates the structure of the kingpin angle adjustment component of the kinematic test bench for the steering and parking system of the present invention in one embodiment, viewed from another perspective.

[0075] like Figure 7 and Figure 8 As shown, the kingpin horizontal angle adjusting arm 33 is rotatably connected to the kingpin height adjusting slider 32 so that it can rotate around the X-axis; the kingpin vertical angle adjusting arm 34 is rotatably connected to the kingpin horizontal angle adjusting arm 33 so that it can rotate around the Y-axis perpendicular to the X-axis.

[0076] Figure 6 The diagram schematically illustrates the structure of a simulated steering knuckle in one embodiment of the kinematic test bench for the steering and parking system described in this invention.

[0077] like Figure 5 and Figure 6As shown, the simulated steering knuckle body 35 is rotatably connected to the kingpin vertical angle adjusting arm 34 via bearings (including the upper dead center bearing 362 and the lower dead center bearing 361). The simulated steering knuckle body 35 is equipped with a test load loading arm 38, through which the load and motion during the test are transmitted to the steering system. The simulated steering knuckle arm 37 is fixedly connected to the simulated steering knuckle body 35, and the simulated steering knuckle arm 37 is equipped with a ball pin mounting hole 371 that matches the ball pin of the steering gear, thereby achieving the connection between the steering system and the simulated steering knuckle mechanism 3.

[0078] In this embodiment, the purpose of simulating the steering knuckle is to ensure that the installation method, hard point position, and spatial kinematics of the test object on the test bench are consistent with those on the complete vehicle. The virtual kingpin axis P is the line connecting the centers of the balls of the upper dead center bearing 362 and the lower dead center bearing 361. The simulated steering knuckle body 35 rotates around the virtual kingpin axis P during the test to simulate the kingpin function of the complete vehicle.

[0079] In some implementations, the outer sides of the upper dead center bearing 362 and the lower dead center bearing 361 can be bolted to the kingpin vertical angle adjusting arm 34, while the inner ball bearing rod can be directly screwed onto the simulated steering knuckle body 35.

[0080] In this embodiment, the simulated steering knuckle arm 37 serves to ensure that the relative position of the ball center of the steering gear ball pin 73 and the virtual kingpin axis P is consistent with the overall vehicle layout.

[0081] In some implementations, the simulated steering knuckle arm 37 can be fixed to the simulated steering knuckle body 35 by mounting bolts 372.

[0082] Similarly, in some implementations, the test load arm 38 can also be fixed to the simulated steering knuckle body 35 by corresponding mounting bolts.

[0083] Continue reading Figure 7 and Figure 8 The kingpin horizontal angle adjusting arm 33 and the kingpin vertical angle adjusting arm 34 allow the virtual kingpin axis P to be adjusted in both the vertical and horizontal directions. This means the test bench kingpin axis can be adjusted to any angle position in space, meeting the different kingpin angle design requirements of different vehicle models. The kingpin vertical angle adjusting arm 34 and the kingpin horizontal angle adjusting arm 33 achieve angle adjustment through relative rotation, and their relative position can be fixed by the first locking bolt 331 after angle adjustment.

[0084] Similarly, the angle between the master pin horizontal angle adjusting arm 33 and the master pin height adjusting slider 32 can also be adjusted by rotation. After the angle is adjusted, the relative position between the two can be fixed by the second locking bolt 321.

[0085] Figure 10 The diagram schematically illustrates the structure of the steering column adjustment mechanism of the kinematic test bench for the steering and parking system described in this invention in one embodiment.

[0086] like Figure 10 As shown, the steering column adjustment mechanism 2 is slidably connected to the gantry 5, and it is also configured to rotate about the X-axis, which is perpendicular to the Z-axis.

[0087] In some embodiments, the steering column adjustment mechanism 2 includes: a gantry slider 21, which is sleeved on the gantry to slide along the gantry in the Z-axis direction. Once the height is determined, the relative positions of the two can be fixed by a third locking bolt 211. A crossbeam 22 is rotatably connected to the gantry slider 21 to rotate around the X-axis, allowing the test bench to meet the installation requirements of different steering column angles for different vehicle models. Once the angle is determined, the rotated angle can be fixed by a corresponding locking bolt.

[0088] The clamp 23 is connected to the crossbeam 22. In some embodiments, the crossbeam 22 has a crossbeam waist hole 221 extending along the X-axis. The clamp 23 has a clamp waist hole 231 extending along the Y-axis. By using corresponding bolts passing through the crossbeam waist hole 221 and the clamp waist hole 231, the relative position of the clamp 23 in the longitudinal (Y-axis direction) and transverse (X-axis direction) directions can be adjusted.

[0089] In some embodiments, the gantry frame 5 is fixed to the floor by bolts. In some embodiments, the base of the gantry frame 5 also has a gantry frame waist hole 51 extending along the X-axis direction. Through this gantry frame waist hole, and by using corresponding bolts, the position of the gantry frame in the X-axis direction can be adjusted.

[0090] In some implementations, the clamp 23 and the steering column mounting bracket 75 can be fixed in relative position by bolt connection.

[0091] Figure 11 The diagram schematically illustrates the structure of a steering gear mounting platform in one embodiment of the kinematic test bench for the steering and parking system described in this invention.

[0092] like Figure 11 As shown, in some embodiments, the kinematic test bench for the steering parking system further includes a steering gear mounting platform 6, which is located below the steering gear of the steering system. The steering gear mounting platform includes a base platform 61 and a base platform 62. In some embodiments, the base platform 61 can be fixed to the ground with anchor bolts, and the mounting platform 62 can be mounted on the base platform 61 with mounting screws 622. The steering gear is connected to the mounting platform 62 through corresponding threaded holes 623.

[0093] In some embodiments, the base platform 61 is provided with an elongated groove 611 extending along the X-axis. The mounting platform 62 is provided with a mounting platform waist hole 621 extending along the Y-axis. By using the elongated groove 611 and the mounting platform waist hole 621 in conjunction with corresponding bolts, the relative position of the mounting platform in the X-axis and Y-axis directions can be adjusted.

[0094] Figure 12 The diagram schematically illustrates the test loading state of the kinematic test bench for the steering and parking system described in this invention under one embodiment.

[0095] like Figure 12 As shown, this invention can achieve three loading channels:

[0096] Loading Channel 1 Q1: Torque and angle are applied to the connecting spline 74 at the end of the steering shaft by rotating the electric cylinder;

[0097] Loading Channel 2 Q3: Force and displacement are applied to the test load loading arm 38 on the right side through the right hydraulic cylinder to push the simulated steering knuckle to rotate around the kingpin, so that the steering tie rod is loaded;

[0098] Loading channel 3Q2: Force and displacement are applied to the test load loading arm 38 on the left side via the left hydraulic cylinder.

[0099] To verify the implementation effect of the present invention, a comparative analysis method was used to verify the kinematic reproduction effect of the test bench. The comparison objects were the theoretical spatial motion trajectory of point S2 during the whole vehicle design and the measured spatial coordinates of point S2 using the test bench of the present invention.

[0100] Figure 13 The running trajectory at point S2 and the theoretical trajectory of the whole vehicle at point S2 are shown in comparison using the kinematic test bench of the steering and parking system described in this invention.

[0101] from Figure 13 It can be seen that the theoretical spatial motion trajectory L1 of point S2 during the overall vehicle design and the actual running trajectory L2 drawn using the spatial coordinate measurement values ​​of point S2 on the test bench of this invention are basically consistent, indicating that the spatial consistency of the two trajectories is high.

[0102] Figure 14 The theoretical spatial motion trajectory coordinates of point S2 during the overall vehicle design are compared with the measured spatial coordinates of point S2 using the test bench of this invention.

[0103] from Figure 14It can be seen that the maximum error in the corresponding coordinates between the two trajectories occurs at the inner limit position, with the maximum error distances in the X, Y, and Z axis directions being 2.95mm, -0.87mm, and -7.02mm, respectively. The resulting angle error in the steering tie rod is 1.21°, and this angle error leads to a tie rod force deviation of 0.23%. Taking a single-sided tie rod force of 10kN as an example, the error value is 22N, which is relatively small and can usually be ignored in actual load analysis.

[0104] This fully demonstrates that the design of the kinematic test bench for the steering parking system described in this invention, which replaces the kingpin and steering knuckle, simulates the overall vehicle layout structure and ensures that the steering arms of the three trajectories are equal during the steering process. This also ensures that the motion trajectory of the S2 point of the steering system is consistent in space, whether in a test bench environment or a vehicle environment.

[0105] It should be noted that the prior art portion of the protection scope of this invention is not limited to the embodiments given in this application. All prior art that does not contradict the solution of this invention, including but not limited to prior patent documents, prior publications, prior public uses, etc., can be included in the protection scope of this invention.

[0106] Furthermore, the combination of the technical features in this case is not limited to the combination methods described in the claims of this case or the combination methods described in the specific embodiments. All technical features described in this case can be freely combined or combined in any way, unless they contradict each other.

[0107] It should also be noted that the embodiments listed above are merely specific embodiments of the present invention. Obviously, the present invention is not limited to the above embodiments, and similar changes or modifications made thereto are those that can be directly derived or easily conceived by those skilled in the art from the content disclosed in the present invention, and should all fall within the protection scope of the present invention.

Claims

1. A kinematic test bench for a steering and parking system, used to connect to the steering system under test, characterized in that, include: Gantry frame; A steering column adjustment mechanism for connecting to the steering column of the steering system, the steering column adjustment mechanism being slidably connected to the gantry to slide along the gantry in the Z-axis direction, and the steering column adjustment mechanism being configured to rotate about an X-axis perpendicular to the Z-axis direction; A pair of simulated steering knuckle mechanisms, each designed to connect to one of the two steering gear ball pins of the steering system; each simulated steering knuckle mechanism includes: A column, on which a slide rail extending in the Z-axis direction is provided; The master pin height adjustment slider is located on the column and can slide up and down along the slide rail; The kingpin horizontal angle adjustment arm is rotatably connected to the kingpin height adjustment slider so that it can rotate about the X-axis; A vertical angle adjusting arm for the kingpin, which is rotatably connected to the horizontal angle adjusting arm for the kingpin, so as to be able to rotate about a Y-axis perpendicular to the X-axis direction; The simulated steering knuckle body is rotatably connected to the kingpin vertical angle adjustment arm via a bearing, and the simulated steering knuckle body is provided with a test load loading arm; A simulated steering knuckle arm is fixedly connected to the simulated steering knuckle body, and the simulated steering knuckle arm is provided with a ball pin mounting hole that matches the ball pin of the steering gear.

2. The kinematic test bench for the steering and parking system as described in claim 1, characterized in that, The base of the column is provided with a column waist hole extending along the Y-axis.

3. The kinematic test bench for the steering and parking system as described in claim 1, characterized in that, The steering column adjustment mechanism includes: A gantry slider is sleeved on the gantry so that it can slide along the gantry in the Z-axis direction; A crossbeam, which is rotatably connected to the gantry slider, is capable of rotating about the X-axis; A clamp, which is connected to the crossbeam, is used to connect to the steering column.

4. The kinematic test bench for the steering and parking system as described in claim 3, characterized in that, The crossbeam is provided with a crossbeam waist hole extending along the X-axis direction.

5. The kinematic test bench for the steering and parking system as described in claim 3, characterized in that, The fixture is provided with a fixture waist hole extending along the Y-axis.

6. The kinematic test bench for the steering and parking system as described in claim 1, characterized in that, The base of the gantry frame is provided with a gantry frame waist hole extending along the X-axis direction.

7. The kinematic test bench for the steering and parking system as described in claim 1, characterized in that, It also includes a steering gear mounting platform, which is located below the steering gear of the steering system.

8. The kinematic test bench for the steering and parking system as described in claim 7, characterized in that, The steering gear mounting platform includes: Basic platform; An installation platform is provided on the base platform and is used to connect to the steering gear.

9. The kinematic test bench for the steering and parking system as described in claim 8, characterized in that, The base platform is provided with an elongated groove extending along the X-axis.

10. The kinematic test bench for the steering and parking system as described in claim 8, characterized in that, The mounting platform is provided with mounting platform waist holes extending along the Y-axis direction.

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