An angle module test bench

Abstract

The application discloses a corner module test bench, which solves the technical problem of single test equipment. The corner module test bench comprises a test platform, a vehicle body simulation piece, a steering measurement device, a road surface simulation test device and a controller. The test platform comprises a base and a mounting rack. The vehicle body simulation piece is arranged on the mounting rack and is in sliding connection with the mounting rack, and is used for being connected with the corner module. The steering measurement device comprises a chuck and one or more detection arms. One or more position sensors are arranged on the detection arms. The road surface simulation test device comprises a support base, a plurality of protrusions and a driving mechanism for driving the plurality of protrusions to move. The controller is electrically connected with the position sensors, the driving mechanism and the corner module to be tested. The corner module test bench can perform multiple tests, and multiple tests can be performed through one test bench. The structure is compact, the operation is simple, and the corner module test bench is suitable for corner modules of different specifications. The test method is various, and various performance indexes of the corner module can be evaluated.

Description

Technical Field

[0001] This application belongs to the field of corner module testing technology, specifically relating to a corner module test bench. Background Technology

[0002] The corner module includes a hub motor corner module assembly that integrates drive, braking, steering, and shock absorption. It enables independent drive, braking, steering, and shock absorption functions for each wheel. In new energy vehicles and drive-by-wire chassis vehicles, the hub motor-based corner module facilitates a larger load-bearing space and lower floor height design; the independent drive and steering design for each wheel enables independent steering and drive for all four wheels, and the wheel turning angle can reach no less than 90°, greatly improving the vehicle's maneuverability and flexibility, making turning and parking in confined spaces much more convenient.

[0003] Existing testing equipment is mostly designed for single performance indicators and lacks comprehensive testing capabilities, making it difficult to meet the needs of modern production. Summary of the Invention

[0004] To address the issue of the limited variety of existing testing equipment, this application provides a corner module test bench.

[0005] The technical solution of this application is: a corner module test bench, comprising:

[0006] The test platform includes a base and a mounting bracket disposed on the base;

[0007] A vehicle body simulation component is mounted on and slidably connected to the mounting bracket, and is used to connect to the corner module;

[0008] A steering measurement device is mounted on the base. The steering measurement device includes a chuck and one or more detection arms hinged to the chuck. The chuck is used to connect to the wheel of the corner module, and one or more position sensors are provided on the detection arms.

[0009] A road surface simulation test device is mounted on the base. The road surface simulation test device includes a support base for supporting the wheels of the corner module, a plurality of protrusions spaced apart on the support base, and a drive mechanism for driving the plurality of protrusions to move.

[0010] The controller is electrically connected to the position sensor, the drive mechanism, and the corner module under test.

[0011] In some embodiments, the detection arm includes a mounting base, a vertical arm, and a horizontal arm that are hinged sequentially, with the mounting base fixedly connected to the base; the chuck is hinged to the other end of the horizontal arm.

[0012] The number of position sensors is two, which are respectively located at the hinge between the vertical arm and the mounting base and at the hinge between the vertical arm and the horizontal arm.

[0013] In some embodiments, the hinge axes of the horizontal arm and the vertical arm, as well as the hinge axis of the other end of the vertical arm and the mounting base, are all parallel to the X-direction.

[0014] In some embodiments, there are three detection arms, and the mounting bases of the three detection arms are arranged side by side along the extension direction of the hinge axis; the chuck is coaxially arranged with the wheel, and the chuck has three hinge positions, which are spaced apart and located on the same circumference.

[0015] In some embodiments, the chuck is a three-jaw chuck, which includes a disc body and three jaws disposed on the disc body. The disc body is connected to the corresponding mounting holes of the wheel by fasteners; the jaws are hinged to the crossarm.

[0016] In some embodiments, the horizontal arms of the three detection arms are all the same length; the vertical arms of each group of detection arms are all the same length; and the mounting base of the middle detection arm is higher than the mounting bases of the detection arms on both sides.

[0017] In some embodiments, the support base includes tracks and a drive shaft and a driven shaft that are connected to the tracks, and the drive mechanism drives the drive shaft to rotate;

[0018] The tracks are used to support the wheels;

[0019] The width of the track is greater than the diameter of the wheel.

[0020] In some embodiments, the bump is removable;

[0021] The plurality of protrusions are arranged perpendicularly along the transmission direction of the track;

[0022] The heights of two adjacent bumps may be the same or different.

[0023] In some embodiments, the test bench further includes a load mass block disposed on the vehicle body simulation component and a load sensor disposed at the suspension connection of the corner module.

[0024] In some embodiments, the test bench further includes a suspension travel sensor and an acceleration sensor;

[0025] The suspension travel sensor is located on the suspension of the vehicle body simulation component and / or the angle module;

[0026] The acceleration sensor is located on the vibration damper of the corner module.

[0027] A corner module test bench according to one or more embodiments of this application includes a test platform, a vehicle body simulation component, a steering measurement device, a road surface simulation test device, and a controller. The test platform includes a base and a mounting frame mounted on the base. The vehicle body simulation component is mounted on the mounting frame and slidably connected to it for connection with the corner module. The steering measurement device is mounted on the base and includes a chuck and one or more detection arms hinged to the chuck. The chuck is used to connect to the wheel of the corner module, and the detection arms are equipped with one or more position sensors. The road surface simulation test device is mounted on the base and includes a support base for supporting the wheel of the corner module, a plurality of protrusions spaced apart on the support base, and a drive mechanism for driving the protrusions to move. The controller is electrically connected to the position sensors, the drive mechanism, and the corner module under test. This application can obtain changes in the wheel steering angle through position sensors to perform wheel steering measurement; the drive mechanism drives the protrusions to move, thereby acting on the wheel, which can be used to simulate road surface testing; fatigue testing can also be performed simultaneously, i.e., the steering measurement device and the road surface simulation test device work together to perform fatigue testing. The corner module test bench of this application can perform a variety of tests, allowing multiple experiments to be conducted on a single bench. It has a compact structure, is easy to operate, and is suitable for corner modules of different specifications. It offers a variety of testing methods, enabling a comprehensive evaluation of various performance indicators of the corner modules. Attached Figure Description

[0028] Figure 1 A schematic diagram of the corner module test bench in one or more embodiments of this application is shown.

[0029] Figure 2 It shows Figure 1 Side view of the corner module test bench.

[0030] Figure 3 It shows Figure 1 A schematic diagram of the steering measurement device.

[0031] Figure 4 It shows Figure 1 A side view of a test bench equipped with a suspension travel sensor for an angle module.

[0032] Figure 5 It shows Figure 1 A schematic diagram of the corner module.

[0033] Explanation of reference numerals in the attached drawings: 100-Angle module test bench, 110-Test platform, 111-Base, 112-Mounting bracket, 1121-Column, 120-Vehicle body simulation component, 121-Test interface; 130-Steering measurement device, 131-Chuck, 1311-Pawl, 132-Detection arm, 1321-Mounting seat, 1322-Vertical arm, 1323-Horizontal arm, 133-Position sensor, 140-Road surface simulation test device, 141-Support base, 142-Protrusion, 143-Drive mechanism, 150-Controller, 160-Load sensor, 170-Suspension travel sensor, 190-Load-load mass block, 200-Angle module, 210-Wheel, 220-Steering power unit, 230-Shock absorber, 240-Upper control arm, 250-Lower control arm, 260-Steering knuckle, 300-Angle module control component. Detailed Implementation

[0034] To enable those skilled in the art to more clearly understand this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0035] In the field of vehicles, the length direction of a vehicle is usually referred to as the X-direction or longitudinal direction, the width direction as the Y-direction or lateral direction, and the height direction as the Z-direction or vertical direction. The interpretation of the relevant directional expressions in the following embodiments can refer to the above content.

[0036] A first aspect of this application provides a corner module test bench for testing the static performance, basic performance, road simulation testing, fatigue testing, and suspension system tuning and optimization of corner modules. (See attached...) Figure 5 As shown, the tested corner module 200 includes a wheel 210, a steering power unit 220, a shock absorber 230, an upper control arm 240, a lower control arm 250, and a steering knuckle 260. The wheel 210 includes a wheel assembly containing a hub motor and a brake. The steering power unit 220 is used for steering the wheel. The steering power unit 220 transmits power to the wheel through the steering knuckle 260 to drive the wheel 210 to turn. The shock absorber 230 can perform the purpose of vibration reduction. Both the shock absorber 230 and the steering power unit are connected to the upper control arm 240. The lower control arm 240 is used for connection to the subframe.

[0037] Please see Figure 1 and Figure 2The corner module test bench 100 includes a test platform 110, a vehicle body simulation component 120, a steering measurement device 130, a road surface simulation test device 140, and a controller 150. The test platform 110 includes a base 111 and a mounting bracket 112 mounted on the base 111. The vehicle body simulation component 120 is mounted on and slidably connected to the mounting bracket 112 for connection with the corner module 200. The steering measurement device 130 is mounted on the base 111 and includes a chuck 131 and one or more detection arms 132 hinged to the chuck 131. The chuck 131 is used to connect with the wheel 210 of the corner module 200, and the detection arm 132 is provided with one or more position sensors 133; the road surface simulation test device 140 is provided on the base 111, and the road surface simulation test device 140 includes a support base 141 for supporting the wheel 210 of the corner module 200, a plurality of protrusions 142 spaced apart on the support base 141, and a drive mechanism 143 for driving the plurality of protrusions 142 to move; the controller 150 is electrically connected to the position sensor 133, the drive mechanism 143 and the corner module 200 being tested.

[0038] As attached Figure 1 and attached Figure 2 As shown, the mounting frame 112 includes a support and a column 1121, both of which are connected to the base 111. The support is a frame structure, and there may be more than one column 1121, which is located within the frame formed by the support. The mounting frame 112 and the base 111 form an L-shape to stably support the entire test bench.

[0039] As attached Figure 1 and attached Figure 2 As shown, the vehicle body simulation component 120 is used to connect with the corner module 200. The vehicle body simulation component 120 is provided with connection holes corresponding to the corner module 200, which facilitates the installation of the corner module 200 on the vehicle body simulation component 120. Since different vehicle body simulation components 120 have different design structures, the corresponding connection positions between the vehicle body simulation component 120 and the corner module 200 can be adjusted according to the actual situation to adapt to the testing requirements of corner modules 200 with different design structures.

[0040] As attached Figure 1 and attached Figure 2 As shown, in some embodiments, the vehicle body simulation component 120 is mainly used for mounting the test interface 121 tooling of the test component. The vehicle body simulation component 120 is provided with multiple sets of mounting points, which can meet the fixing of various types of suspension interface tooling and simulate the actual assembly of the test component on the whole vehicle.

[0041] As attached Figure 1 and attached Figure 2As shown, in some embodiments, the vehicle body simulation component 120 is slidably connected to the mounting bracket 112. For example, when the wheel 210 is subjected to a simulated impact from the road surface, the vehicle body simulation component 120 will be subjected to vibration in the Z direction. Therefore, the slidable connection between the vehicle body simulation component 120 and the mounting bracket 112 can simulate the loading conditions of the test piece and ensure the normal conduct of the test.

[0042] As attached Figure 1 and attached Figure 2 As shown, in some embodiments, to improve the stability of the vehicle body simulation component 120 sliding along the mounting bracket 112 during actual testing, four columns 1121 are provided, forming a rectangle, and the vehicle body simulation component 120 is slidably connected to the columns 1121. In some embodiments, the vehicle body simulation component 120 includes a horizontal plate and a vertical plate arranged at an angle and connected, wherein the horizontal plate has four guide holes that are slidably connected to the four columns 1121 respectively.

[0043] As attached Figure 1 and attached Figure 2 As shown, in some other embodiments, one or two vertical plates can be provided, that is, the vehicle body simulation component 120 can be T-shaped or U-shaped. When it is necessary to install a set of wheels 210 and corner modules 200, one vertical plate can be provided, and the vertical plate is provided with a corresponding connection hole for connecting to the corner module 200; when it is necessary to install two sets of wheels 210 and corner modules 200, two vertical plates can be provided, and the outer sides of the two vertical plates are provided with corresponding connection holes for connecting to the corner module 200. The number of vertical plates and the position of the connection holes can be set according to actual test requirements to meet various test requirements.

[0044] As attached Figure 1 and attached Figure 2 As shown, in some embodiments, when a steering test is required, the test can be performed by a steering measuring device 130. One or more detection arms 132 are equipped with position sensors 133. The position change of the detection arm 132 can be obtained through the data of the position sensors 133, thereby obtaining data such as the steering angle of the wheel 210.

[0045] As attached Figure 1 and attached Figure 2 As shown, in some embodiments, when road surface simulation testing is required, it can be performed by a road surface simulation testing device 140. The road surface testing device includes a support base 141, a protrusion 142, and a drive mechanism 143. The drive mechanism 143 can drive the support base 141 to rotate, and the protrusion 142 on the support base 141 can act on the wheel 210 to simulate road surface simulation testing.

[0046] Therefore, this application can acquire changes in the steering angle of the wheel 210 through the position sensor 133, thereby measuring the steering of the wheel 210; the drive mechanism 143 drives the protrusion 142 to move, thereby acting on the wheel 210, which can be used for road surface simulation testing; at the same time, fatigue testing can also be performed, that is, the steering measurement device 130 and the road surface simulation testing device 140 work simultaneously to perform fatigue testing. The corner module test bench 100 of this application can perform a variety of tests, and multiple tests can be carried out through one bench. It has a compact structure, is easy to operate, and is suitable for corner modules 200 of different specifications; the test methods are diverse, and it can evaluate a variety of performance indicators of the corner module 200.

[0047] In some embodiments, as shown in the appendix Figure 3 As shown, the detection arm 132 includes a mounting base 1321, a vertical arm 1322, and a horizontal arm 1323, which are hinged sequentially. The mounting base 1321 is fixedly connected to the base 111; the chuck 131 is hinged to the other end of the horizontal arm 1323. In some embodiments, the mounting base 1321 and the vertical arm 1322 are axially hinged by a pin, the vertical arm 1322 and the horizontal arm 1323 are axially hinged by a pin, and the horizontal arm 1323 and the chuck 131 are axially hinged by a pin. The horizontal arm 1323 and the chuck 131 can also be hinged by a ball joint. In other embodiments, there are two position sensors 133, respectively located at the hinge point between the vertical arm 1322 and the mounting base 1321 and at the hinge point between the vertical arm 1322 and the horizontal arm 1323. Therefore, when the wheel 210 steers and causes a change in the position of the chuck 131 and the detection arm 132, the change in the steering angle of the wheel 210 can be obtained by using position sensors 133 located at the hinge points of the vertical arm 1322 and the horizontal arm 1323, and at the hinge points of the vertical arm 1322 and the mounting base 1321. By setting position sensors 133 at the hinge points of the vertical arm 1322 and the test platform 110, and at the hinge points of the vertical arm 1322 and the horizontal arm 1323, the change in the steering angle of the wheel 210 can be obtained through conversion, correction, and other methods.

[0048] As attached Figure 1 and attached Figure 3As shown, in some embodiments, the hinge axes of the horizontal arm 1323 and the vertical arm 1322, as well as the other end of the vertical arm 1322, are parallel to each other and parallel to the X-direction with respect to the hinge axis of the mounting base 1321, meaning the wheel is initially parallel to the X-direction. When the wheel 210 steers, causing the chuck 131 and the detection arm 132 to change position, the horizontal arm 1323 and the vertical arm 1322 are parallel to each other around the rotation plane of the hinge axis of the vertical arm 1322 and the rotation plane of the vertical arm 1322 around the hinge axis of the mounting base 1321. This facilitates the acquisition of the position changes of the hinge points of the vertical arm 1322 and the experimental platform, as well as the hinge points of the vertical arm 1322 and the horizontal arm 1323, through the position sensor 133. This avoids the situation where the horizontal arm 1323 and the vertical arm 1322 change in multiple directions, thus allowing the wheel 210's rotation angle change value to be obtained through conversion, correction, etc., facilitating the calculation of the final result.

[0049] As attached Figure 1 and attached Figure 3 As shown, in some embodiments, there are three detection arms 132, and the mounting bases 1321 of the three detection arms 132 are arranged side by side along the extension direction of the hinge axis; the chuck 131 is coaxially arranged with the wheel 210, and the chuck 131 has three hinge positions, which are spaced apart and located on the same circumference. The controller 150 obtains the corresponding signal to indicate the operation of the steering mechanism of the angle module 200. The steering mechanism of the angle module 200 drives the wheel 210 to turn. The turning of the wheel 210 causes the three or more sets of detection arms 132 to rotate accordingly. At the same time, the positions of the hinge points of the three or more sets of detection arms 132 will also change accordingly. At this time, the position changes of the hinge points can be obtained by the position sensors 133 on the hinge points of the three or more sets of detection arms 132. There are three hinge points between the vertical arm 1322 and the horizontal arm 1323, and three hinge points between the vertical arm 1322 and the test platform 110. Since three points determine a plane, the relative position of the two planes can be determined by the position data of the six position sensors 133, so as to obtain the change of the steering angle of the wheel 210. In addition, the speed of the wheel 210 can be obtained by the rate of change of the relative position of the two planes.

[0050] In order to obtain the steering angle of the angle module 200, the corresponding angle deflection data can be obtained by detecting the position change of the hinge of the detection arm 132. Since the detection arm 132 is connected to the chuck 131 and the chuck 131 is connected to the wheel 210, when the wheel 210 is turning, the turning of the wheel 210 can drive the position change of the corresponding junction point of the detection arm 132. At the same time, the corresponding position data can be obtained by the position sensor 133, and then the steering angle of the wheel 210 can be obtained.

[0051] As attached Figure 1 and attached Figure 3As shown, in some embodiments, the initial position of the horizontal arm 1323 can be horizontal. When the wheel 210 is turning, the hinge point between the horizontal arm 1323 and the vertical arm 1322 will change relative to each other, so that the change in the steering angle of the wheel 210 can be calculated using the position data of the corresponding six position sensors 133. In other embodiments, the initial position of the horizontal arm 1323 may also have other states, for example, after installation, the initial position of the horizontal arm 1323 may be set at a certain angle to the horizontal plane.

[0052] When obtaining the rotation angle of the corresponding corner module 200, the plane determined by the three hinge points of the vertical arm 1322 and the test platform 110 can be used as the initial plane, the plane determined by the hinge point of the vertical arm 1322 and the horizontal arm 1323 can be used as the first plane, and the plane determined by the hinge point of the vertical arm 1322 and the horizontal arm 1323 after the wheel turns can be used as the second plane. The angle of the second plane relative to the first plane and the initial plane after the wheel turns can be converted to obtain the wheel turning angle, thereby obtaining the change in the turning angle of the wheel 210; in addition, the speed of the wheel 210 turning can be obtained by the rate of change of relative position.

[0053] As attached Figure 1 and attached Figure 3 As shown, in some embodiments, the chuck 131 is a three-jaw chuck 131, which includes a disc body and three jaws 1311 disposed on the disc body. The disc body is connected to the corresponding mounting holes of the wheel 210 by fasteners. The jaws 1311 are hinged to the cross arm 1323.

[0054] As attached Figure 1 and attached Figure 3 As shown, in some embodiments, the horizontal arms 1323 of the three detection arms 132 are all the same length; the vertical arms 1322 of each group of detection arms 132 are all the same length; the height of the mounting base 1321 of the middle detection arm 132 is greater than the height of the mounting bases 1321 of the detection arms 132 on both sides. The fact that the vertical arms 1322 of each group of detection arms 132 are the same length and the horizontal arms 1323 of each group of detection arms 132 is the same facilitates the later calculation of the steering angle of the wheel 210 and the subsequent processing and conversion of relevant data.

[0055] In some embodiments, the support base 141 includes tracks and a drive shaft and a driven shaft connected to the tracks. The drive mechanism 143 drives the drive shaft to rotate. In some embodiments, the tracks are rigid tracks. In some embodiments, to facilitate the installation of the steering measurement device 130 and the road surface simulation test device 140, the base 111 is provided with multiple sets of mounting slots. The detection arm 132 and the drive mechanism 143 can be placed in the corresponding mounting slots and fixedly connected by fasteners.

[0056] As attached Figure 1As shown, in some embodiments, when only basic performance tests such as the turning angle and steering speed of the corner module 200 are required, the drive mechanism 143 does not work and the tracks do not need to run.

[0057] As attached Figure 1 As shown, in some embodiments, the width of the track is greater than the diameter of the wheel 210, so that when the wheel 210 turns, the wheel 210 will not be suspended in the air, and the track can support the wheel 210 well, so that the test performance and test results will not be affected by the wheel 210 being partially suspended in the air.

[0058] As attached Figure 1 As shown, in some embodiments, in order to simulate the working conditions of the lower corner module 200 under dynamic road surface environments such as vibration and impact, the track is provided with a number of detachable and spaced protrusions 142. By setting protrusions 142 on the track, it can be used for road environment simulation tests.

[0059] As attached Figure 1 As shown, in some embodiments, a plurality of protrusions 142 are arranged vertically along the transmission direction of the track. During the process of the drive mechanism 143 driving the track transmission, the protrusions 142 arranged vertically along the transmission direction on the track can simulate the working performance of the corner module 200 under dynamic road environment such as vibration and impact when the vehicle speed is not high, thereby verifying the stability and reliability of the corner module 200.

[0060] As attached Figure 1 As shown, in some other embodiments, the heights of two adjacent protrusions 142 are the same or different. When the heights of two adjacent protrusions 142 are the same, they can be used to simulate the working performance of the corner module 200 under the same dynamic road surface environment; when the heights of two adjacent protrusions 142 are different, they can be used to simulate the working performance of the corner module 200 under different dynamic road surface environments.

[0061] As attached Figure 1 As shown, in some embodiments, since the track length is limited, the density of the protrusions 142 can be reflected by the speed at which the drive mechanism 143 drives the track transmission. When it is necessary to simulate a higher frequency of road impact, the motor speed in the drive mechanism 143 can be correspondingly faster, so as to simulate a denser arrangement of the protrusions 142; when it is necessary to simulate a lower frequency of road impact, the motor speed in the drive mechanism 143 can be correspondingly slower, so as to simulate a sparser arrangement of the protrusions 142.

[0062] As attached Figure 1 As shown, in some embodiments, when used for road environment simulation tests, the bump 142 can be laid in a manner similar to a rubber speed bump.

[0063] As attached Figure 1As shown, in some other embodiments, when it is not necessary to test the corner module 200 under dynamic road conditions such as vibration and impact, the protrusion 142 can be disassembled from the track, which facilitates the disassembly and assembly of the protrusion 142 and can meet the testing of the relevant performance of the corner module 200 under different conditions. The operation is simple and does not require additional replacement of track or other equipment.

[0064] As attached Figure 1 Appendix Figure 2 and attached Figure 5 As shown, in some embodiments, the test bench also includes a load mass block 190 disposed on the vehicle body simulation component 120 and a load sensor 160 disposed at the suspension connection of the corner module 200. The load sensor 160 can be used to test the relevant performance of the corner module 200. In some embodiments, the load-bearing capacity of the corner module 200 can be tested by installing multi-axis load sensors 160 at each hinge point of the suspension of the corner module 200, and selecting an appropriate weight for the load-bearing mass block 190 according to the load-bearing verification requirements, to test the load-bearing stress of the corner module 200 structure under load. The weight of the load mass block 190 can be set according to the load capacity of each wheel 210 and the actual situation of the entire vehicle.

[0065] In some embodiments, as shown in the appendix Figure 1 and attached Figure 2 As shown, the test bench also includes a load mass block 190 disposed on the vehicle body simulation component 120. The load mass block 190 is used to simulate the sprung mass. Different sizes of mass blocks can be set according to the requirements of the test component and fixed on the vehicle body simulation component 120 to simulate the real unsprung and sprung mass of a single wheel during the test.

[0066] In some embodiments, as shown in the appendix Figure 4 As shown, the test bench also includes a suspension travel sensor 170 and an acceleration sensor. The suspension travel sensor 170 is installed on the suspension of the vehicle body simulator 120 and / or the corner module 200; the acceleration sensor is installed on the shock absorber of the corner module 200. The relevant performance of the corner module 200 can be tested using the suspension travel sensor 170 and the load mass block 190. The weight of the load mass block 190 can be set according to the load capacity of each wheel 210 and the actual situation of the entire vehicle. In some embodiments, during stiffness testing, the suspension travel sensor 170 can be installed on the mounting bracket 112, and the load mass block 190 can be installed on the vehicle body simulator 120 to compress the suspension system of the corner module 200. The suspension of the corner module 200 will exhibit vertical movement. During this vertical movement, the travel of the corner module 200 will change. By analyzing the weight of the load mass block 190 and the change in suspension travel, the stiffness of the corner module 200 suspension system can be obtained. Stiffness K = mg / h, where m is the load mass and h is the suspension travel.

[0067] In some embodiments, the test bench also includes data acquisition, for example by configuring multi-axis load sensors 160 at each suspension connection point. The multi-axis load sensors 160 are electrically connected to the controller 150. The controller 150 collects data from the angle module 200 in real time during the test, such as force, displacement, deformation, etc., and performs data analysis to generate a test report.

[0068] In some embodiments, the controller 150 is responsible for the automated operation of the entire test bench, including setting, executing, and monitoring the test program. Based on the characteristics and requirements of different corner modules 200, it selects appropriate test items and parameters, starts the test bench for automated testing, and stores and manages the test data.

[0069] In some embodiments, the test bench further includes an angle module control unit for controlling the steering mechanism of the angle module 200. The angle module control unit is electrically connected to the controller 150 and controls the steering power unit of the angle module 200 under test, which can apply steering force to drive the wheels 210 to achieve steering. The steering force application device includes a steering motor and a steering reduction mechanism, and the steering motor is electrically connected to the controller 150.

[0070] Therefore, the corner module test bench 100 of this application embodiment can perform the following tests:

[0071] 1. Static performance testing: including the load-bearing capacity and stiffness of corner module 200;

[0072] When testing the load-bearing capacity of the corner module 200, multi-axis load sensors 160 can be installed at each hinge point of the suspension of the corner module 200. Based on the load-bearing verification requirements, an appropriate weight of the load-bearing mass block 190 can be selected to test the structural stress of the corner module 200 under load. The weight of the load-bearing mass block 190 can be set according to the load capacity of each wheel 210 and the actual conditions of the entire vehicle.

[0073] During stiffness testing, a suspension travel sensor 170 can be installed on the mounting bracket 112. A load mass block 190 is placed on the vehicle body simulation component 120 to compress the suspension system of the corner module 200. The suspension of the corner module 200 will exhibit vertical movement. During this vertical movement, the travel of the corner module 200 will change. By analyzing the weight of the load mass block 190 and the change in suspension travel, the stiffness of the corner module 200 suspension system can be obtained. Stiffness K = mg / h, where m is the load mass and h is the suspension travel.

[0074] 2. Basic performance tests, including wheel 210° turning angle, wheel-end steering speed, steering control accuracy, wheel-end steering response time, etc.

[0075] When conducting steering control accuracy tests, the steering power unit of the test component is used. The steering power unit includes a steering motor, a motor controller 150, and a steering reduction mechanism. It also integrates a steering angle sensor. The deviation between the steering angle signal detected by the steering motor controller 150 and the rated steering angle in the steering angle control system of the steering module is the steering control accuracy.

[0076] When performing wheel-end steering time testing, the time difference between the motor enable signal sent from the steering motor controller 150 and the steering angle signal detected by the dynamic detection arm 132 is the steering response time.

[0077] 3. Road simulation test: including the stability and reliability of the simulated corner module 200 under dynamic environments such as vibration and impact;

[0078] By paving the track surface with simulated road bumps 142, the track rotates at different speeds to simulate the working performance of the corner module 200 under dynamic road conditions such as vibration and impact at different vehicle speeds, thus verifying the stability and reliability of the corner module 200.

[0079] 4. Fatigue test: Evaluate the performance degradation of the corner module 200 under long-term, continuous operation;

[0080] By using a steering force loading device and a road reaction force simulation loading device, steering and road impact loads are applied to the corner module simultaneously to verify the performance degradation of the corner module 200 under long-term, continuous operation and the coupling of steering and road impact. For example, by simulating continuous turning at a certain angle and simulating the road running at a certain speed for a certain period of time, the performance degradation of the corner module 200 under long-term operation can be determined by judging the damage and breakage of parts and the performance degradation of shock absorber structural components.

[0081] 5. Suspension system tuning and optimization: By adding speed sensors to the upper and lower springs, the vibration isolation performance of the Angular Module 200 suspension system was examined.

[0082] Suspension system performance is tuned and optimized based on test benches to suppress negative effects caused by unsprung mass.

[0083] The corner module test bench 100 provided in this application embodiment has a compact structure and is easy to operate. It is suitable for corner modules 200 of different specifications. It has a variety of test methods and can comprehensively evaluate the various performance indicators of corner modules 200. It has a high degree of automation, high test efficiency, and accurate and reliable test data.

[0084] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0085] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" 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 application and simplifying the description, and do not 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 application.

[0086] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0087] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0088] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A corner module test bench, characterized in that, include: The test platform includes a base and a mounting bracket disposed on the base; A vehicle body simulation component is mounted on and slidably connected to the mounting bracket, and is used to connect to the corner module; A steering measurement device is mounted on the base. The steering measurement device includes a chuck and one or more detection arms hinged to the chuck. The chuck is used to connect to the wheel of the cornering module. One or more position sensors are provided on the detection arms to obtain the change value of the wheel steering angle. The detection arm includes a mounting base, a vertical arm, and a horizontal arm that are hinged in sequence. The mounting base is fixedly connected to the base. The chuck is hinged to the other end of the horizontal arm. The hinge axes of the horizontal arm and the vertical arm, as well as the hinge axis of the other end of the vertical arm and the mounting base, are all parallel to the X-direction. There are three detection arms, and the mounting bases of the three detection arms are arranged side by side along the extension direction of the hinge axis. The chuck is coaxial with the wheel and has three hinge positions, which are spaced apart and located on the same circumference. A road surface simulation test device is mounted on the base. The road surface simulation test device includes a support base for supporting the wheels of the corner module, a plurality of protrusions spaced apart on the support base, and a drive mechanism for driving the plurality of protrusions to move. The controller is electrically connected to the position sensor, the drive mechanism, and the corner module under test.

2. The corner module test bench according to claim 1, characterized in that, The number of position sensors is two, which are respectively located at the hinge between the vertical arm and the mounting base and at the hinge between the vertical arm and the horizontal arm.

3. The corner module test bench according to claim 1, characterized in that, The chuck is a three-jaw chuck, which includes a disc body and three jaws disposed on the disc body. The disc body is connected to the corresponding mounting holes of the wheel by fasteners. The jaws are hinged to the crossarm.

4. The corner module test bench according to claim 1, characterized in that, The horizontal arms of the three detection arms are all the same length; the vertical arms of each group of detection arms are all the same length; the height of the mounting base of the detection arm in the middle is greater than the height of the mounting bases of the detection arms on both sides.

5. The corner module test bench according to any one of claims 1-4, characterized in that, The supporting base includes tracks and a drive shaft and a driven shaft that are connected to the tracks, and the drive mechanism drives the drive shaft to rotate. The tracks are used to support the wheels; The width of the track is greater than the diameter of the wheel.

6. The corner module test bench according to claim 5, characterized in that, The bump is detachable; The plurality of protrusions are arranged perpendicularly along the transmission direction of the track; The heights of two adjacent bumps may be the same or different.

7. The corner module test bench according to any one of claims 1-4, characterized in that, The test bench also includes a load mass block disposed on the vehicle body simulation component and a load sensor disposed at the suspension connection of the corner module.

8. The corner module test bench according to any one of claims 1-4, characterized in that, The test bench also includes a suspension travel sensor and an acceleration sensor; The suspension travel sensor is located on the suspension of the vehicle body simulation component and / or the angle module; The acceleration sensor is located on the vibration damper of the corner module.

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