A durability test method and fixing fixture for an integrated cabin unit

Abstract

The present invention discloses an integrated cabin monomer durability test method and a fixing fixture, which determine the relationship between the road spectrum load value applied to the fixing fixture and the actual load value received by the cabin monomer; based on the relationship between the road spectrum load value applied to the fixing fixture and the actual load value received by the cabin monomer, the load value that the cabin monomer should be received as specified in the durability test specification is used as the actual load value received by the cabin monomer, and the road spectrum load value that should be applied to the fixing fixture is calculated; the cabin monomer to be tested is connected to the fixing fixture; according to the calculated road spectrum load value that should be applied to the fixing fixture, the road spectrum load is applied to the fixing fixture to perform a durability test, and the test results are published; the present invention improves the accuracy of the cabin single-piece durability test, the test method does not require testing the body-in-white or even the entire vehicle, which reduces the test cost, the fixing fixture has a simple structure, is convenient to carry and install, can save debugging and installation time, and improves test efficiency.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle engineering, and in particular relates to a durability test method and a fixing fixture for an integrated cabin monomer. Background Art

[0002] Integrated casting body is an important trend in current body structure, such as Figure 1 As shown, the nacelle 1 is mounted on the integrally cast body-in-white (BIW) by means of bolts and steel-aluminum connections. Currently, there are no fixtures or test methods for evaluating the durability of the nacelle unit in the integrally cast body. Therefore, evaluation can only be performed through BIW or even whole vehicle testing, which not only results in a long evaluation cycle but also extremely high costs. Summary of the Invention

[0003] The purpose of the present invention is to provide an integrated cabin monomer durability test method and a fixing fixture to solve the problem of lack of a fixing fixture and an evaluation method for cabin monomer durability evaluation.

[0004] To achieve the above objectives, the technical solution of the present invention is:

[0005] A method for durability testing of an integrated cabin unit comprises the following steps:

[0006] The cabin of the base vehicle is mounted on a fixed fixture, which is then fixed to a test bench. A load is applied to the fixed fixture to simulate a road spectrum load. In the present invention, the magnitude of the load applied to the fixed fixture is used as the road spectrum load value. The actual load value actually applied to the cabin unit is obtained, and the relationship between the road spectrum load value applied to the fixed fixture and the actual load value applied to the cabin unit is determined.

[0007] Based on the relationship between the road spectrum load value applied to the fixed fixture and the actual load value borne by the cabin monolith, combined with the load value that the cabin monolith should be subjected to during the durability test as specified in the existing durability test specifications, the road spectrum load value that should be applied to the fixed fixture is calculated; specifically, the load value that the cabin monolith should be subjected to during the durability test as specified in the test specifications is used as the actual load value borne by the cabin monolith, and at the same time, based on the relationship between the road spectrum load value applied to the fixed fixture and the actual load value borne by the cabin monolith, the road spectrum load value that should be applied to the fixed fixture during the durability test is reversely calculated.

[0008] Connect the cabin unit to be tested to the fixture, and fix the fixture on the test bench;

[0009] According to the calculated road spectrum load value that should be applied to the fixed fixture, the road spectrum load is applied to the fixed fixture, and a durability test is performed on the cabin monomer to be tested to obtain the test results;

[0010] The trial results include:

[0011] When a road spectrum load is applied to the fixture according to the calculated road spectrum load value, if the cabin monomer does not crack and the bolts do not loosen within the time specified in the test specification, the cabin monomer to be tested is qualified;

[0012] When a road spectrum load is applied to a fixing fixture according to the calculated road spectrum load value, if the cabin single body cracks or the bolts loosen within the time specified in the test specification, the cabin single body to be tested fails.

[0013] Furthermore, a force sensor is installed on the cabin near the first shock absorber fixing block and the second shock absorber fixing block, and a road spectrum load is applied to the first shock absorber fixing block and the second shock absorber fixing block through a power device. The force value obtained by the force sensor is read as the actual force value exerted on the cabin unit.

[0014] The cabin unit itself is equipped with a shock absorber tower, with one shock absorber tower on the left and right sides of the cabin. In the embodiment of the present application, the first shock absorber fixing block is the first shock absorber fixing block relative to the left front shock absorber or shock absorber tower position on the vehicle; the second shock absorber fixing block is the second shock absorber fixing block relative to the right front shock absorber or shock absorber tower position on the vehicle. The first shock absorber fixing block is installed on the shock absorber tower on the left side of the cabin by bolts, and the second shock absorber fixing block is installed on the shock absorber tower on the right side of the cabin by bolts.

[0015] Furthermore, the fixing fixture includes a first shock absorber fixing block and a second shock absorber fixing block, the first shock absorber fixing block and the second shock absorber fixing block are load loading areas, bolt holes are set on the first shock absorber fixing block and the second shock absorber fixing block, the first shock absorber fixing block and the second shock absorber fixing block are bolted to the hydraulic cylinder, and by setting the working efficiency of the hydraulic cylinder, the hydraulic cylinder applies a road spectrum load to the first shock absorber fixing block and the second shock absorber fixing block according to the set value.

[0016] Furthermore, by applying multiple road spectrum loads to the fixed fixture, the actual load value of the cabin monomer corresponding to each road spectrum load value is obtained; after obtaining multiple groups of road spectrum load values ​​and the corresponding actual load values ​​of the cabin monomer, the multiple groups of road spectrum load values ​​and the corresponding actual load values ​​of the cabin monomer are fitted using the multivariate linear regression correlation function in the MATLAB software to obtain the relationship between the road spectrum load value applied to the fixed fixture and the actual load value of the cabin monomer.

[0017] A fixing fixture for implementing the integrated cabin monomer durability test method, the fixing fixture comprising a first longitudinal beam fixing bracket, a second longitudinal beam fixing bracket, a first shock absorber fixing block, a second shock absorber fixing block, a first bracket, a second bracket, and a front wall lower fixing bracket; the first longitudinal beam fixing bracket is connected to the left front longitudinal beam of the cabin, and the second longitudinal beam fixing bracket is connected to the right front longitudinal beam of the cabin; the first shock absorber fixing block is connected to the shock absorber tower on the left side of the cabin, and the second shock absorber fixing block is connected to the shock absorber tower on the right side of the cabin; the first bracket is connected to the left front fender inner panel of the cabin, and the second bracket is connected to the right front fender inner panel of the cabin; the end of the cabin opposite to the front longitudinal beam is inserted into the front wall lower fixing bracket.

[0018] In the embodiment of the present application, the first longitudinal beam fixing bracket is located at the left front longitudinal beam fixing bracket relative to the vehicle; and the second longitudinal beam fixing bracket is located at the right front longitudinal beam fixing bracket relative to the vehicle.

[0019] Furthermore, the first longitudinal beam fixing bracket and the second longitudinal beam fixing bracket have the same structure, and the first longitudinal beam fixing bracket and the second longitudinal beam fixing bracket both include a first horizontal plate, the first horizontal plate is installed on the test bench, and an L-shaped connection part is provided on the first horizontal plate, and the L-shaped connection part includes a vertical connection part and a horizontal connection part, the bottom end of the vertical connection part is fixed on the first horizontal plate, the top end of the vertical connection part is connected to one end of the horizontal connection part, and the other end of the horizontal connection part is connected to the front longitudinal beam of the cabin.

[0020] Furthermore, the horizontal connecting part is an internal hollow structure, and one end of the horizontal connecting part facing the cabin is an opening, and a front longitudinal beam of the cabin extends into the interior of the horizontal connecting part from the opening to realize the connection between the horizontal connecting part and a front longitudinal beam of the cabin.

[0021] Furthermore, the first bracket and the second bracket are symmetrical structures, and the first bracket and the second bracket both include a second horizontal plate, the second horizontal plate is fixed on the test bench, and the second horizontal plate is provided with an L-shaped support portion, and the L-shaped support portion includes a vertical portion and a horizontal portion, the bottom end of the vertical portion is fixed on the upper surface of the second horizontal plate, the top end of the vertical portion is connected to one end of the horizontal portion, and the other end of the horizontal portion is provided with a vertical connecting surface, and the top end of the connecting surface is provided with an inclined portion facing the front longitudinal beam of the cabin, and the inclined portion and the connecting surface are both connected to the front fender inner panel of the cabin.

[0022] Furthermore, the inclined portion forms a certain angle with the connecting surface, and the angle is adapted to the curvature of the front fender inner panel of the cabin, and the connecting surface includes a vertical first vertical surface and a second vertical surface, the first vertical surface and the second vertical surface form a certain angle, the first vertical surface and the second vertical surface are both connected to the front fender inner panel of the cabin, and the size of the angle between the first vertical surface and the second vertical surface is adapted to the shape of the front fender inner panel of the cabin, and the inclined portion includes a first flange and a second flange, the first flange is a flange arranged at the top end of the first vertical surface facing the front longitudinal beam of the cabin, the second flange is a flange arranged at the top end of the second vertical surface, the first flange is connected to the second flange and the two form a certain angle, the first flange and the second flange are both connected to the front fender inner panel of the cabin, and the size of the angle between the first flange and the second flange is adapted to the shape of the front fender inner panel of the cabin.

[0023] Furthermore, the lower fixing bracket of the front panel includes two support rods and a U-shaped groove, the opening of the U-shaped groove faces the cabin, and the right-angled side of the cabin at the opposite end of the front longitudinal beam is inserted into the U-shaped groove. Each support rod includes a third horizontal plate, and the third horizontal plate is fixed to the test bench by bolts. The bottom end of a vertical support rod is connected to each third horizontal plate, and the top end of each vertical support rod is connected to the bottom surface of the outer surface of the U-shaped groove. The two support rods are symmetrically arranged at both ends of the bottom surface of the U-shaped groove.

[0024] The beneficial effects of the present invention are:

[0025] 1. There is a difference between the road spectrum load value applied to the shock absorber fixing block and the actual load value to which the cabin unit is subjected. The test method of the present invention first determines the relationship between the road spectrum load value applied to the shock absorber fixing block and the actual load value to which the cabin unit is subjected. Then, the load value that the cabin unit should be subjected to during the durability test specified in the test specification is used as the actual load value to which the cabin unit is subjected. Based on this relationship, the road spectrum load value that should be applied to the shock absorber fixing block is reversely calculated. This avoids directly using the load value that the cabin unit should be subjected to during the durability test specified in the test specification as the applied road spectrum load value, thereby improving the accuracy of the cabin unit durability test.

[0026] 2. The fixing fixture of the present invention has a simple structure and is easy to carry and install, which can save the debugging and installation time of the test and thus improve the test efficiency. The test method of the present invention does not require testing the body-in-white or even the entire vehicle, which greatly reduces the test cost.

[0027] 3. The integrated cabin unit is large in size and heavy in weight. The fixing fixture of the present invention not only meets the support strength requirements, but also has a light weight. There will be no situation where the test results are affected by the heavy weight of the fixing fixture.

[0028] 4. The fixation of the present invention has good load conduction characteristics, and the structure of the fixing fixture is adapted to the shape of the cabin unit, is easy to install, and can meet the requirements of the durability test. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 Schematic diagram of the cabin being installed as a single piece on the integrally cast body-in-white.

[0030] Figure 2 Schematic diagram of the fixing fixture of the present invention.

[0031] Figure 3 Flow chart of the test method of the present invention.

[0032] Figure 4 This is a schematic diagram of the connection between a cabin unit and a fixing fixture according to the present invention.

[0033] Figure 5 This is a schematic diagram of the connection between a cabin unit and a fixing fixture according to the present invention.

[0034] Figure 6 This is a schematic diagram of the connection between a cabin unit and a fixing fixture according to the present invention.

[0035] Figure 7 This is a schematic diagram of the connection between the cabin unit and the lower fixing bracket of the front wall according to the present invention.

[0036] Among them: cabin 1; left front longitudinal beam fixing bracket 2; first horizontal plate 21; L-shaped connecting part 22; vertical connecting part 221; horizontal connecting part 222; right front longitudinal beam fixing bracket 3; first shock absorber fixing block 4; second shock absorber fixing block 5; left bracket 6; right bracket 7; second horizontal plate 71; L-shaped support part 711; connecting surface 72; first vertical surface 721; second vertical surface 722; inclined part 73; first flange 731; second flange 732; front lower fixing bracket 8; support rod 81; U-shaped groove 82; third horizontal plate 83; bolt hole 9. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the invention clearer, the present invention is further described below with reference to the accompanying drawings.

[0038] The tool of the present invention is as follows Figure 2 As shown, the fixture is used to fix the cabin monomer.

[0039] The fixture for fixing the cabin monomer includes a left front longitudinal beam fixing bracket 2, a right front longitudinal beam fixing bracket 3, a first shock absorber fixing block 4, a second shock absorber fixing block 5, a left bracket 6, a right bracket 7, and a front lower fixing bracket 8.

[0040] like Figures 4 to 6As shown, the left front longitudinal beam fixing bracket 2 is used to fix the left front longitudinal beam of the cabin 1. The left front longitudinal beam fixing bracket 2 is provided with a bolt hole 9. The left front longitudinal beam of the cabin 1 has a bolt hole. The left front longitudinal beam fixing bracket 2 is bolted to the left front longitudinal beam of the cabin 1.

[0041] The right front longitudinal beam fixing bracket 3 is used to fix the right front longitudinal beam of the cabin 1. The right front longitudinal beam fixing bracket 3 is provided with a bolt hole 9. There is a bolt hole on the right front longitudinal beam of the cabin 1. The right front longitudinal beam fixing bracket 3 is connected to the right front longitudinal beam of the cabin 1 by bolts.

[0042] The left front longitudinal beam fixing bracket 2 and the right front longitudinal beam fixing bracket 3 have the same structure. The left front longitudinal beam fixing bracket 2 and the right front longitudinal beam fixing bracket 3 both include a first horizontal plate 21. The first horizontal plate 21 is installed on the test bench by bolts. An L-shaped connecting portion 22 is provided on the first horizontal plate 21. The L-shaped connecting portion 22 includes a vertical connecting portion 221 and a horizontal connecting portion 222. The bottom end of the vertical connecting portion 221 is fixed on the first horizontal plate 21, and the top end of the vertical connecting portion 221 is connected to one end of the horizontal connecting portion 222. The other end of the horizontal connecting portion 222 is connected to the front longitudinal beam of the cabin 1. The front longitudinal beam of the cabin 1 includes a left front longitudinal beam and a right front longitudinal beam. The horizontal connecting portion 222 included in the left front longitudinal beam fixing bracket 2 is connected to the left front longitudinal beam of the cabin 1, and the horizontal connecting portion included in the right front longitudinal beam fixing bracket 3 is connected to the right front longitudinal beam of the cabin 1.

[0043] The horizontal connecting part 222 is a rectangle with a hollow interior. The end of the horizontal connecting part 222 facing the cabin 1 is open. A front longitudinal beam of the cabin 1 extends from the opening into the horizontal connecting part 222 to realize the connection between the horizontal connecting part 222 and a front longitudinal beam of the cabin 1. Bolt holes are provided on the side and top surfaces of the horizontal connecting part 222. There are bolt holes on the left front longitudinal beam and the right front longitudinal beam of the cabin 1. The horizontal connecting part 222 is bolted to the left front longitudinal beam or the right front longitudinal beam of the cabin 1.

[0044] Bolt holes 9 are provided on both the first and second shock absorber mounting blocks 4 and 5. The nacelle itself is equipped with shock absorber towers, one on the left and one on the right side of the nacelle. The first shock absorber mounting block 4 is bolted to the shock absorber tower on the left side of the nacelle 1, while the second shock absorber mounting block 5 is bolted to the shock absorber tower on the right side of the nacelle 1.

[0045] The first shock absorber fixing block 4 and the second shock absorber fixing block 5 are load-loading areas. Bolt holes are set on the first shock absorber fixing block 4 and the second shock absorber fixing block 5. The first shock absorber fixing block 4 and the second shock absorber fixing block 5 are bolted to a hydraulic cylinder. By setting the working efficiency of the hydraulic cylinder, the hydraulic cylinder can apply a road spectrum load to the first shock absorber fixing block 4 and the second shock absorber fixing block 5 according to the set value.

[0046] The left bracket 6 is used to fix the left front fender inner panel of the cabin 1. There is a bolt hole on the left front fender inner panel of the cabin 1. The left bracket 6 is provided with a bolt hole 9. The left front fender inner panel of the cabin 1 is bolted to the left bracket 6. The shape of the left bracket 6 is adapted to the shape of the left front fender inner panel of the cabin 1 to facilitate the connection between the left bracket 6 and the left front fender inner panel of the cabin 1.

[0047] The right bracket 7 is used to fix the right front fender inner panel of the cabin 1. There is a bolt hole on the right front fender inner panel of the cabin 1. The right bracket 7 is provided with a bolt hole 9. The right front fender inner panel of the cabin 1 is bolted to the right bracket 7. The shape of the right bracket 7 is adapted to the shape of the right front fender inner panel of the cabin 1 to facilitate the connection between the right bracket 7 and the right front fender inner panel of the cabin 1.

[0048] The left and right brackets 6 and 7 are symmetrical structures. Each includes a second horizontal plate 71, which is bolted to the test bench. An L-shaped support portion 711 is provided on the second horizontal plate 71. The L-shaped support portion 711 includes a vertical portion and a horizontal portion. The bottom end of the vertical portion is fixed to the upper surface of the second horizontal plate 71. The top end of the vertical portion is connected to one end of the horizontal portion. The other end of the horizontal portion is provided with a vertical connecting surface 72. The top end of the connecting surface 72 is provided with an inclined portion 73 facing the front longitudinal beam of the nacelle. Bolt holes are provided in the inclined portion 73 and the connecting surface 72. The inclined portion 73 and the connecting surface 72 are both bolted to the front fender inner panel of the nacelle 1. The inclined portion 73 and the connecting surface 72 form a certain angle, which is adapted to the curvature of the front fender inner panel of the nacelle 1 to facilitate the connection of the inclined portion 73 and the connecting surface 72 to the front fender inner panel of the nacelle 1. The connecting surface 72 includes a vertical first vertical surface 721 and a second vertical surface 722. The first vertical surface 721 and the second vertical surface 722 form a certain angle. The first vertical surface 721 and the second vertical surface 722 are both bolted to the front fender inner panel of the cabin 1. The size of the angle between the first vertical surface 721 and the second vertical surface 722 is adapted to the shape of the front fender inner panel of the cabin 1 to facilitate the connection between the first vertical surface 721 and the second vertical surface 722 and the front fender inner panel of the cabin 1. The inclined portion 73 includes a first flange 731 and a second flange 732. The first flange 731 is a flange arranged at the top of the first vertical surface 721 toward the front longitudinal beam of the cabin, and the second flange 732 is a flange arranged at the top of the second vertical surface 722. The first flange 731 is connected to the second flange 732 and the two form a certain angle. The first flange 731 and the second flange 732 are both bolted to the front fender inner panel of the cabin 1. The size of the angle between the first flange 731 and the second flange 732 is adapted to the shape of the front fender inner panel of the cabin 1 to facilitate the connection of the first flange 731 and the second flange 732 to the front fender inner panel of the cabin 1.

[0049] The front wall lower fixing bracket 8 includes two support rods 81 and a U-shaped groove 82. Figure 7 As shown, the opening of the U-shaped groove 82 faces the cabin 1, as shown in FIG. Figure 7 As shown, the end of the nacelle 1 opposite the front longitudinal beam is a right-angled side, which is inserted into the groove of the U-shaped groove 82 to secure the nacelle 1 via the front lower fixing bracket 8. Each support rod 81 includes a third horizontal plate 83, which is fixed to the test bench via bolts. The bottom end of each third horizontal plate 83 is connected to the bottom end of a vertical support rod 81, and the top end of each vertical support rod 81 is connected to the bottom surface of the outer surface of the U-shaped groove 82. The two support rods 81 are symmetrically arranged at both ends of the bottom surface of the U-shaped groove 82.

[0050] The present invention designs a fixed fixture bracket and a fixed block to simulate the restraint form of the cabin in the whole vehicle environment. The left / right front fender inner panel fixing brackets fully restrain the areas on both sides of the cabin, and the front lower part fixing brackets fully restrain the connection point between the front cabin floor and the front cabin; the left / right front longitudinal beam fixing brackets fully restrain the simulated anti-collision beam connecting the left and right energy absorption boxes.

[0051] A flow chart of a method for realizing cabin monomer durability test using fixed fixture is shown as follows: Figure 3 As shown, the test method includes the following steps:

[0052] Step 1: Install the engine room of the base vehicle on the fixing fixture, fix the fixing fixture with bolts on the test bench, install a force sensor on the engine room near the first shock absorber fixing block 4 and the second shock absorber fixing block 5, and the force sensor can be fixed to the engine room by glue. Connect the first shock absorber fixing block 4 and the second shock absorber fixing block 5 to the hydraulic cylinder, and apply a road spectrum load to the first shock absorber fixing block 4 and the second shock absorber fixing block 5 through the hydraulic cylinder. The road spectrum load is a set known value. The actual force value of the engine room unit is obtained by reading the value obtained by the force sensor. By applying multiple road spectrum loads, the actual force value exerted on the cabin 1 corresponding to each road spectrum load value is obtained through the force sensor; then multiple groups of road spectrum load values ​​and the corresponding actual force values ​​exerted on the cabin 1 are obtained, and the multiple groups of road spectrum load values ​​and the corresponding actual force values ​​exerted on the cabin 1 are fitted in the MATLAB software. Specifically, the MATLAB multivariate linear regression correlation function is used to fit the road spectrum load values ​​and the actual force values ​​exerted on the cabin, and the relationship between the actual force value exerted on the cabin 1 and the applied road spectrum load is obtained.

[0053] As another embodiment of the present invention, the force sensor on the nacelle can be replaced with a strain gauge, which is fixed to the nacelle with adhesive. A hydraulic cylinder is connected to the first shock absorber fixing block 4 and the second shock absorber fixing block 5. The hydraulic cylinder applies a road spectrum load to the first shock absorber fixing block 4 and the second shock absorber fixing block 5. The road spectrum load is a set known value. The strain gauge is connected to a data acquisition device by wire, which is connected to a computer. The computer calculates the actual force value applied to the nacelle 1 by combining the acquired strain value with an existing formula. By applying multiple road spectrum loads, the actual force value applied to the nacelle 1 corresponding to each road spectrum load value is calculated using the strain gauge and the computer. Multiple groups of road spectrum load values ​​and the corresponding actual force values ​​applied to the nacelle 1 are then obtained. The multiple groups of road spectrum load values ​​and the corresponding actual force values ​​applied to the nacelle 1 are fitted in MATLAB software. Specifically, the road spectrum load values ​​and the actual force values ​​applied to the nacelle are fitted using the MATLAB multivariate linear regression correlation function to obtain the relationship between the actual force value applied to the nacelle 1 and the applied road spectrum loads.

[0054] The road spectrum load is obtained by measuring the road load on an actual vehicle under specific combined road conditions and driving requirements within the standard regulations using the arranged sensors using the six-component force sensor response signal and the relative displacement signal between the wheel center and the vehicle body. In the present invention, the first shock absorber fixing block 4 and the second shock absorber fixing block 5 are connected to the hydraulic cylinder, and the hydraulic cylinder applies load to the first shock absorber fixing block 4 and the second shock absorber fixing block 5 at the same time to simulate the road spectrum load.

[0055] In a specific embodiment, fifty groups of experiments can be conducted, in which fifty road spectrum loads are applied to the first shock absorber fixing block 4 and the second shock absorber fixing block 5 successively through a hydraulic cylinder to obtain fifty groups of road spectrum load values ​​and the corresponding actual force values ​​​​actually exerted on the cabin 1. The fifty groups of road spectrum load values ​​and the corresponding actual force values ​​​​actually exerted on the cabin 1 are fitted in the matlab software to obtain the relationship between the actual force value ​​actually exerted on the cabin 1 and the applied road spectrum load.

[0056] In the present invention, a fixture is installed on the test bench, and a hydraulic cylinder simultaneously applies a road spectrum load to the first and second shock absorber mounting blocks 4 and 5. Because the vibration transmission between the test bench and the vehicle differs, the vibration generated by the hydraulic cylinder is transmitted to the nacelle casting via the fixture. The actual load borne by the nacelle differs from the road spectrum load applied to the shock absorber mounting blocks. Existing durability test specifications require that nacelle castings pass the test only if they withstand a set load and within a set time without cracking or loosening bolts. Therefore, knowing the load values ​​specified for the nacelle castings in the test specifications, it is necessary to calculate the road spectrum load values ​​that should be applied to the shock absorber mounting blocks. Therefore, the present invention sets up a base vehicle and performs the operation of step one on the cabin monolith of the base vehicle to determine the relationship between the road spectrum load value applied to the shock absorber fixing block and the load value actually borne by the cabin casting. Then, the load value that the cabin monolith should be subjected to during the durability test specified in the test specification is used as the actual load value borne by the cabin monolith. At the same time, based on the relationship between the road spectrum load value applied to the fixing fixture and the actual load value borne by the cabin monolith, the road spectrum load value that should be applied to the fixing fixture during the durability test is calculated.

[0057] In a specific embodiment, a road spectrum load is applied to the shock absorber fixing block, which is a load of -0.7G-1G in the radial direction of the shock absorber upper support, i.e., the shock absorber fixing block, with a loading frequency of 1-3HZ and a loading number of 1 million times.

[0058] Step 2: Based on the relationship between the actual force value on the cabin 1 determined in step 1 and the road spectrum load applied to the shock absorber fixing block, and based on the force value that the cabin unit should be subjected to during the durability test as specified in the existing durability test specifications, calculate the road spectrum load value that should be applied to the shock absorber fixing block.

[0059] Step 3: Fix the cabin unit to be tested to the fixture, and fix the fixture to the test bench with bolts.

[0060] The left front longitudinal beam fixing bracket 2 is used to fix the left front longitudinal beam of the cabin 1, the right front longitudinal beam fixing bracket 3 is used to fix the right front longitudinal beam of the cabin 1, the first shock absorber fixing block 4 is installed on the top surface of the left end of the cabin 1, and the second shock absorber fixing block 5 is installed on the top surface of the right end of the cabin 1. The left bracket 6 is used to fix the left front fender inner panel of the cabin 1, and the right bracket 7 is used to fix the right front fender inner panel of the cabin 1. The right-angled edge of the end of the cabin 1 opposite to the front longitudinal beam is inserted into the U-shaped groove of the fixing bracket 8 at the lower part of the front wall.

[0061] Step 4: According to the road spectrum load value that should be applied to the shock absorber fixing block calculated in step 3, apply the road spectrum load to the shock absorber fixing block for durability testing and publish the test results.

[0062] The first shock absorber fixing block 4 and the second shock absorber fixing block 5 are fixed by bolts Connect the hydraulic cylinder, The hydraulic cylinder is used to move the first shock absorber fixing block 4 and the second shock absorber fixing block 5 upward. Apply road spectrum load The road spectrum load value applied at this time should be the road spectrum load value that should be applied to the shock absorber fixing block calculated in step 3. In the specific test, it is applied to both the left and right shock absorber fixing blocks at the same time.

[0063] After calculating the road spectrum load value that should be applied to the shock absorber fixing block in step three, a road spectrum load is applied to the first shock absorber fixing block 4 and the second shock absorber fixing block 5 according to the calculated road spectrum load value for durability testing. The existing durability test specifications stipulate that the cabin unit should not crack or the bolts should not loosen within a set time under the set load.

[0064] In the durability test of the present invention, when the road spectrum load value calculated in step 3 is applied simultaneously to the first shock absorber fixing block 4 and the second shock absorber fixing block 5, and the cabin monomer does not crack and the bolts do not loosen within the time specified in the test specification, the cabin monomer to be tested passes.

[0065] In the durability test of the present invention, when the road spectrum load values ​​calculated in step 3 are applied simultaneously to the first shock absorber fixing block 4 and the second shock absorber fixing block 5, and the cabin single body cracks or the bolts loosen within the time specified in the test specification, the cabin single body to be tested fails.

[0066] Finally, it should be noted that the contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field. The above description is only the preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A durability test method for an integrated cabin unit, characterized in that: The method comprises: Install the base vehicle's cabin on a fixture, secure the fixture to the test bench, apply a road spectrum load to the fixture, obtain the actual load value on the cabin unit, and determine the relationship between the road spectrum load value applied to the fixture and the actual load value on the cabin unit; Based on the relationship between the road spectrum load value applied to the fixed fixture and the actual load value to which the cabin monohull is subjected, the load value that the cabin monohull should be subjected to during the durability test as specified in the test specification is used as the actual load value to which the cabin monohull is subjected, and the road spectrum load value that should be applied to the fixed fixture is calculated; Connect the cabin unit to be tested to the fixture, and fix the fixture on the test bench; According to the calculated road spectrum load value that should be applied to the fixed fixture, the road spectrum load is applied to the fixed fixture, and a durability test is performed on the cabin monomer to be tested to obtain the test results.

2. The integrated cabin monomer durability test method according to claim 1, characterized in that: The method for obtaining the actual load value received by the cabin monolith is as follows: a force sensor is installed on the cabin monolith at a position close to the first shock absorber fixing block (4) and the second shock absorber fixing block (5), a road spectrum load is applied to the first shock absorber fixing block (4) and the second shock absorber fixing block (5) by a power device, and the force value obtained by the force sensor is read as the actual force value received by the cabin monolith.

3. The integrated cabin monomer durability test method according to claim 1, characterized in that: The method for applying a road spectrum load to a fixing fixture is as follows: the fixing fixture comprises a first shock absorber fixing block (4) and a second shock absorber fixing block (5), the first shock absorber fixing block (4) and the second shock absorber fixing block (5) are both connected to a power device, and the road spectrum load is applied to the first shock absorber fixing block (4) and the second shock absorber fixing block (5) according to a set value through the power device.

4. The method for durability testing of an integrated cabin unit according to claim 1, characterized in that: The method for determining the relationship between the road spectrum load value applied to the fixed fixture and the actual load value received by the cabin monomer is: applying multiple road spectrum loads to the fixed fixture to obtain the actual load value received by the cabin monomer corresponding to each road spectrum load value; After obtaining multiple sets of road spectrum load values ​​and the corresponding actual load values ​​borne by the cabin monomer, the multiple sets of road spectrum load values ​​and the corresponding actual load values ​​borne by the cabin monomer are fitted to obtain the relationship between the road spectrum load value applied to the fixed fixture and the actual load value borne by the cabin monomer.

5. A fixture for implementing the integrated cabin monomer durability test method according to claim 1, characterized in that: The fixing fixture comprises a first longitudinal beam fixing bracket (2), a second longitudinal beam fixing bracket (3), a first shock absorber fixing block (4), a second shock absorber fixing block (5), a first bracket (6), a second bracket (7), and a front wall lower fixing bracket (8); the first longitudinal beam fixing bracket (2) is used to connect the left front longitudinal beam of the cabin (1), and the second longitudinal beam fixing bracket (3) is used to connect the right front longitudinal beam of the cabin (1); the first shock absorber fixing block (4) is used to connect the shock absorber tower on the left side of the cabin (1), and the second shock absorber fixing block (5) is used to connect the shock absorber tower on the right side of the cabin (1); the first bracket (6) is used to connect the left front fender inner plate of the cabin (1), and the second bracket (7) is used to connect the right front fender inner plate of the cabin (1); and the front wall lower fixing bracket (8) is used to insert the end of the cabin (1) opposite to the front longitudinal beam into it.

6. A fixture for implementing an integrated cabin unit durability test method according to claim 5, characterized in that: The first longitudinal beam fixing bracket (2) and the second longitudinal beam fixing bracket (3) have the same structure. The first longitudinal beam fixing bracket (2) and the second longitudinal beam fixing bracket (3) both include a first horizontal plate (21). The first horizontal plate (21) is used for installation and connection with the test bench. An L-shaped connecting portion (22) is provided on the first horizontal plate (21). The L-shaped connecting portion (22) includes a vertical connecting portion (221) and a horizontal connecting portion (222). The bottom end of the vertical connecting portion (221) is fixed to the first horizontal plate (21), the top end of the vertical connecting portion (221) is connected to one end of the horizontal connecting portion (222), and the other end of the horizontal connecting portion (222) is used for connection with the front longitudinal beam of the cabin (1).

7. A fixture for implementing an integrated cabin unit durability test method according to claim 6, characterized in that: The interior of the horizontal connecting portion (222) is hollow, and one end of the horizontal connecting portion (222) facing the cabin (1) is open. A front longitudinal beam of the cabin (1) extends from the opening into the interior of the horizontal connecting portion (222) to achieve connection between the horizontal connecting portion (222) and a front longitudinal beam of the cabin (1).

8. The fixture for implementing the integrated cabin unit durability test method according to claim 5 is characterized by: The first bracket (6) and the second bracket (7) are symmetrical in structure. The first bracket (6) and the second bracket (7) both include a second horizontal plate (71). The second horizontal plate (71) is fixed on the test bench. An L-shaped support portion (711) is provided on the second horizontal plate (71). The L-shaped support portion (711) includes a vertical portion and a horizontal portion. The bottom end of the vertical portion is fixed on the upper surface of the second horizontal plate (71). The top end of the vertical portion is connected to one end of the horizontal portion. The other end of the horizontal portion is provided with a vertical connecting surface (72). The top end of the connecting surface (72) is provided with an inclined portion (73) facing the front longitudinal beam of the cabin. The inclined portion (73) and the connecting surface (72) are both connected to the front fender inner panel of the cabin (1).

9. A fixture for implementing an integrated cabin unit durability test method according to claim 8, characterized in that: The inclined portion (73) forms a certain angle with the connecting surface (72), and the angle is adapted to the curvature of the front fender inner panel of the cabin (1). The connecting surface (72) includes a vertical first vertical surface (721) and a second vertical surface (722). The first vertical surface (721) and the second vertical surface (722) form a certain angle. The first vertical surface (721) and the second vertical surface (722) are both connected to the front fender inner panel of the cabin (1). The size of the angle between the first vertical surface (721) and the second vertical surface (722) is adapted to the shape of the front fender inner panel of the cabin (1). The inclined portion (73) forms a certain angle with the connecting surface (72), and the angle between the first vertical surface (721) and the second vertical surface (722) is adapted to the shape of the front fender inner panel of the cabin (1). 3) comprising a first flange (731) and a second flange (732), wherein the first flange (731) is a flange arranged at the top of the first vertical surface (721) and facing the front longitudinal beam of the cabin, and the second flange (732) is a flange arranged at the top of the second vertical surface (722), the first flange (731) and the second flange (732) are connected and form a certain angle, the first flange (731) and the second flange (732) are both connected to the front fender inner panel of the cabin (1), and the size of the angle between the first flange (731) and the second flange (732) is adapted to the shape of the front fender inner panel of the cabin (1).

10. The fixing fixture for implementing the durability test method of an integrated cabin unit according to claim 5, characterized in that: The front lower fixing bracket (8) includes two support rods (81) and a U-shaped groove (82), the opening of the U-shaped groove (82) faces the cabin (1), and the right-angled side of the cabin (1) at the opposite end to the front longitudinal beam is inserted into the U-shaped groove (82), each support rod (81) includes a third horizontal plate (83), and the third horizontal plate (83) is fixed to the test bench by bolts. The bottom end of a vertical support rod (81) is connected to each third horizontal plate (83), and the top end of each vertical support rod (81) is connected to the bottom surface of the outer surface of the U-shaped groove (82), and the two support rods (81) are symmetrically arranged at both ends of the bottom surface of the U-shaped groove (82).

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