A test platform for interconnected hydropneumatic suspension

Abstract

The invention discloses a test platform for interconnected liquid-gas suspension, comprising a first drive assembly, a mounting seat and two test benches, each test bench comprising an electric cylinder, a support frame, a guide column, an upper beam and a tension pressure sensor, the tension pressure sensor being used to measure in real time the compression and tension force applied to it by each vibration reduction unit, so as to simulate the relationship between the dynamic load on the mass on the spring of the vehicle and the change over time, when the upper beam is locked, the electric cylinder drives the piston movement of the vibration reduction unit to simulate the forced mode of the vehicle, when the upper beam is unlocked, the two electric cylinders drive the piston movement of the vibration reduction unit, the upper beam and the tension pressure sensor perform corresponding movement to simulate the road surface excitation mode and the load transfer mode of the vehicle, the first drive assembly drives the two test benches to approach and move away, so as to adjust the distance between the two test benches, and then simulate different wheelbases and track widths of the vehicle, so as to match the simulated vibration test of the suspension of various vehicle models, and the cost is low.

Description

Technical Field

[0001] The invention relates to the technical field of automobile vibration testing, and in particular to a testing platform for interconnected liquid-gas suspensions. Background Art

[0002] In order to evaluate and optimize the vehicle's handling stability, smoothness and ride comfort under different driving conditions, a test platform is needed to simulate different driving conditions of the vehicle.

[0003] At present, some vehicles use interconnected liquid-gas suspension, and the shock absorber they use is an interconnected liquid-gas shock absorber, which is a vibration reduction device that combines liquid and gas, and generally includes two vibration reduction units. The two vibration reduction units are interconnected by hydraulic oil through oil pipelines; and most of them are currently whole vehicle test benches or single-point suspension test platforms, which are only suitable for shock absorbers consisting of only a single vibration reduction unit.

[0004] If simulation testing of the interconnected liquid-pneumatic suspension system is required, since the interconnected liquid-pneumatic suspension system requires the suspensions on multiple wheels to work together, real vehicle testing is generally used, and can only be used for overall performance testing of the interconnected liquid-pneumatic suspension system on a single vehicle model. If there are multiple vehicle models that need simulation testing, the cost of real vehicle testing will be relatively high. Summary of the invention

[0005] Therefore, in order to solve the above problems, the present invention provides a test platform for interconnected liquid-pneumatic suspension, which can match the simulated vibration test of interconnected liquid-pneumatic suspension of various vehicle models.

[0006] To achieve the above purpose, the technical solution provided by the present invention is as follows:

[0007] The present invention provides a test platform for interconnected liquid-gas suspensions, and is equipped with a shock absorber of a vehicle to simulate the movement of a vehicle suspension system, and the shock absorber includes two mutually interconnected shock absorbing units, including a first driving assembly, a mounting seat, and two test benches respectively slidably connected to the mounting seat; the two shock absorbing units correspond to the two test benches one by one, the first driving assembly drives and connects the two test benches respectively, and drives the two test benches to approach or move away from each other on the mounting seat respectively, so as to adjust the distance between the two test benches, thereby simulating different wheelbases or track widths of the vehicle; each test bench includes an electric cylinder, a support frame slidably mounted on the mounting seat, a guide column arranged on the support frame, an upper beam slidably mounted on the guide column, and a tension and pressure sensor mounted on the upper beam, the electric cylinder is mounted on the support frame, and each shock absorbing unit corresponds to the two test benches one by one. The units are respectively located between the corresponding electric cylinders and the tension and pressure sensors, and the tension and pressure sensors are used to measure the pressure or tension applied to them by each vibration reduction unit in real time to simulate the relationship between the dynamic load on the sprung mass of the vehicle and the change over time; the upper beam is locked and set to be stationary so that the tension and pressure sensors remain stationary, and the push rod ends of the electric cylinders of the two test benches are respectively used to drive the pistons of the corresponding vibration reduction units to move axially along the guide column to simulate the forced mode of the vehicle; the upper beam is unlocked and set to be able to move up and down, and the push rod ends of the electric cylinders of the two test benches are respectively used to drive the pistons of the corresponding vibration reduction units to move axially along the guide column, and the upper beam and the tension and pressure sensors respectively perform corresponding movements along the axial direction of the guide column to simulate the vehicle road excitation mode and load transfer mode.

[0008] Furthermore, it also includes a counterweight mechanism. The two test benches are arranged on the left and right. The counterweight mechanism includes a configuration block and a counterweight platform that can be raised and lowered and tilted left and right. The counterweight mechanism, the test bench and the shock absorber cooperate with each other to simulate the roll, pitch or bounce movement of the vehicle.

[0009] Furthermore, the counterweight platform includes a load-bearing platform and a lifting fork rod, the lifting fork rod includes two fork rods hinged to each other, the two fork rods are respectively rotated and connected to the corresponding upper beams at one end facing the upper beam, the two fork rods are respectively rotated and connected to the load-bearing platform at one end facing the load-bearing platform, and the connection points of the two fork rods and the load-bearing platform are movably arranged; the first driving component drives the two test benches to approach or move away from each other on the mounting seat, so that the lifting fork rod is unfolded or folded, and drives the load-bearing platform and the configuration block to rise and fall synchronously, thereby adjusting the center of mass height of the simulated vehicle.

[0010] Furthermore, the first drive assembly includes a first drive motor and a transmission screw, the transmission screw has trapezoidal threads of forward and reverse rotation directions, and the transmission screw is respectively screwed to the support frames of the two test benches; the first drive motor drives the transmission screw to drive the transmission screw to rotate clockwise or counterclockwise, thereby driving the two test benches to move closer to or away from each other.

[0011] Furthermore, it also includes a second drive assembly assembled on each test bench, the second drive assembly includes a second drive motor and a transmission unit, the second drive motor is connected or not connected to the transmission unit, and the transmission unit is connected or not connected to the upper beam; and when the second drive motor is driven to be connected to the transmission unit and the transmission unit is driven to be connected to the upper beam, the upper beam is driven to rise and fall along the axial direction of the guide column, thereby adjusting the height of the upper beam.

[0012] Furthermore, the transmission unit includes a transmission belt, multiple ball screw pairs and multiple driven wheels cooperating with the ball screw pairs, the upper beam is provided with a mounting hole, a detachable connecting seat is provided on the hole wall of the mounting hole, and a bearing is provided in the connecting seat; the ball screw pair is passed through the bearing, and the screw of the ball screw pair is rotatably assembled on the support frame; the multiple driven wheels are respectively detachably assembled on the nuts of the corresponding ball screw pairs, and a stop nut set with a gap is provided in the end of the connecting seat away from the driven wheel, and the stop nut is screwed to the outer peripheral surface of the nut of the ball screw pair; the transmission belt is respectively wound around the driving end of the second driving motor and the multiple driven wheels to form a transmission connection arrangement.

[0013] Furthermore, an upper beam lock for locking the movement of the upper beam is provided between the upper beam and the guide column.

[0014] Furthermore, the support frame includes a lower beam and a support plate arranged at an upper and lower interval, and support columns respectively fixedly connected between the lower beam and the support plate; the support plate is slidably assembled on the mounting seat.

[0015] Furthermore, the two vibration reduction units are interconnected via an oil pipeline.

[0016] Furthermore, it also includes a general control system, and the first drive component and the electric cylinder work in coordination through the general control system.

[0017] The technical solution provided by the present invention has the following beneficial effects:

[0018] The interconnected liquid-pneumatic suspension simulation test of the present invention includes a load transfer mode, a road excitation mode and a vehicle forced mode, so as to test, evaluate and study the corresponding mechanical properties and response characteristics of the interconnected liquid-pneumatic suspension during vehicle roll, pitch and bounce movements, and can simulate real road driving conditions, various complex road conditions and vehicle body postures, and further verify whether the design of the interconnected liquid-pneumatic suspension system can meet the expected performance requirements. It can also adjust the distance between the two test benches to simulate different wheelbases or track widths of the vehicle, and further match the simulation test of the interconnected liquid-pneumatic suspension of various models. At the same time, it has a simple structure, easy operation and low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 The figure shows a schematic diagram of the structure of a test platform for interconnecting liquid-gas suspension in an embodiment;

[0020] Figure 2 Shown is a cross-sectional view of a test platform for interconnecting liquid-pneumatic suspensions in an embodiment;

[0021] Figure 3 Shown Figure 2 A magnified schematic diagram of area A in the middle. DETAILED DESCRIPTION

[0022] To further illustrate the various embodiments, the present invention provides drawings. These drawings are part of the disclosure of the present invention, which are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, a person of ordinary skill in the art should be able to understand other possible implementations and advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0023] The present invention will now be further described with reference to the accompanying drawings and specific implementation methods.

[0024] Reference Figure 1 and Figure 2 As shown, the present embodiment provides a test platform for interconnected liquid-gas suspension (hereinafter referred to as the test platform). After the shock absorber 1 of the vehicle is installed on the test platform of the present embodiment, the vehicle suspension system is simulated, and the shock absorber 1 used in the present embodiment includes two mutually interconnected shock absorbing units 11, that is, the two shock absorbing units 11 are arranged to interconnect hydraulic oil through an oil pipeline 12 located therebetween.

[0025] The test platform of this embodiment includes a first driving assembly 2, a mounting seat 3 and two test benches 4 respectively slidably connected to the mounting seat 3. The two test benches 4 are arranged on the left and right, and the two vibration reduction units 11 correspond to the two test benches 4 one by one.

[0026] The first driving assembly 2 drives and connects the two test benches 4 respectively, and drives the two test benches 4 to move closer to or farther from each other on the mounting seat 3, so as to adjust the distance between the two test benches 4, thereby simulating different wheelbases or track widths of the vehicle.

[0027] Each test bench 4 includes an electric cylinder 41, a support frame 42 slidably mounted on the mounting seat 3, four guide columns 43 arranged on the support frame 42, an upper beam 45 slidably mounted on the guide column 43, and a tension and pressure sensor 44 mounted on the upper beam 45. Specifically, the upper beam 45 and the guide column 43 are connected by a copper sleeve, and lubricating oil is provided to lubricate the contact surface between the copper sleeve and the guide column 43 to ensure smooth sliding.

[0028] Each support frame 42 includes a lower beam 421 and a support plate 422 arranged at an upper and lower interval, and four support columns 423 respectively fixedly connected between the lower beam 421 and the support plate 422, the support plate 422 is slidably assembled on the mounting seat 3, the guide column 43 and the electric cylinder 41 are both assembled on the lower beam 421, and each vibration reduction unit 11 is respectively located between the corresponding electric cylinder 41 and the tension and pressure sensor 44, that is, the upper end of each vibration reduction unit 11 abuts against the sensing end of the tension and pressure sensor 44, and the piston end of each vibration reduction unit 11 located on the lower side abuts against the push rod end of the electric cylinder 41, therefore, the tension and pressure sensor 44 is used to measure the pressure or tension applied to it by each vibration reduction unit 11 in real time, so as to simulate the relationship between the dynamic load on the sprung mass of the vehicle and the change over time.

[0029] An upper beam lock 451 for locking the movement of the upper beam 45 is provided between the upper beam 45 and the guide column 43. When the upper beam 45 is locked by the upper beam lock 451 and set to be stationary, the tension pressure sensor 44 also remains stationary, and the push rod ends of the electric cylinders 41 of the two test benches 4 are respectively used to drive the pistons of the corresponding shock absorbing units 11 to move axially along the guide column 43 to simulate the forced mode of the vehicle.

[0030] When the upper beam 45 is unlocked and can be raised and lowered along the axial direction of the guide column 43, the push rod ends of the electric cylinders 41 of the two test benches 4 are respectively used to drive the pistons of the corresponding vibration reduction units 11 to move along the axial direction of the guide column 43, and the upper beam 45 and the tension and pressure sensor 44 respectively move accordingly along the axial direction of the guide column 43 to simulate the vehicle road excitation mode and load transfer mode.

[0031] More specifically, Figure 1 and Figure 2 As shown, the test platform of this embodiment further includes a counterweight mechanism 5 and a general control system. The counterweight mechanism 5 includes a configuration block 51 and a counterweight platform 52 which can be raised and lowered and can be tilted left and right.

[0032] The counterweight mechanism 5, the test bench 4 and the shock absorber 1 cooperate with each other, and the first drive assembly 2 and the electric cylinder 41 work in coordination through the overall control system to simulate the roll, pitch or bounce movement of the vehicle.

[0033] During specific implementation, the counterweight platform 52 includes a load-bearing platform 521 and a lifting fork rod 522. The lifting fork rod 522 includes two fork rods hinged to each other. The lower ends of the two fork rods are rotatably connected to the corresponding upper beam 45 through hinge seats, and the connection points of the two fork rods and the load-bearing platform 521 are movably arranged, that is, the bottoms of the two ends of the load-bearing platform 521 are respectively provided with guide grooves, and the guide grooves are provided with movable connecting parts. The upper ends of the two fork rods are respectively pivotally connected to the connecting parts in the guide grooves of the load-bearing platform 521, and the specific configuration block 51 is a lead block to simulate the body mass of the vehicle.

[0034] The first driving assembly 2 drives the two test benches 4 to move closer to or farther from each other on the mounting seat 3, so that the lifting fork rod 522 is unfolded or folded, and drives the load-bearing platform 521 and the configuration block 51 to rise and fall synchronously, that is, to adjust the height of the configuration block 51, and at the same time ensure that the table surface of the load-bearing platform 521 is always horizontal with the ground during the lifting process, and at the same time adjust the center of mass height of the simulated vehicle, so that the vehicle suspension system of different models can be simulated. Of course, in other embodiments, the configuration block 51 such as a sandbag can also be hung at the hinge point between the two forks, so that the center of mass height of the vehicle can also be balanced.

[0035] The specific first drive component 2 includes a first drive motor 21 and a transmission screw 22. The transmission screw 22 has forward and reverse threads, and the transmission screw 22 is respectively screwed to the support plates 422 of the two test benches 4. The mounting seat 3 is provided with a T-slot, and sliding bolts are respectively arranged between the two support plates 422 and the T-slot to achieve sliding connection with each other; wherein, the thread of the transmission screw 22 is a trapezoidal thread, because the trapezoidal thread has good self-locking performance, high stability and large load capacity, and therefore can accurately simulate the performance parameters of the interconnected liquid-pneumatic suspension under different wheelbases or different wheelbases.

[0036] In addition, the first drive motor 21 drives the transmission screw 22 to rotate clockwise or counterclockwise through the reducer, thereby driving the two test benches 4 to move closer to or away from each other, so as to quickly simulate the response characteristics of the interconnected liquid-pneumatic suspension of the vehicle under different wheelbases or different wheelbases, and test the corresponding performance of the interconnected liquid-pneumatic suspension.

[0037] When it is necessary to perform a forced vibration mode test on the vehicle, first place the mounting base 3 on a horizontal ground, then start the first drive motor 21 through the overall control system to drive the transmission screw 22 to rotate until the spacing between the two test benches 4 matches the wheelbase or track of the vehicle's suspension system, then rotate the toggle handle of the upper beam lock 451 to lock the upper beams 45 of the two test benches 4 to prevent each upper beam 45 from moving slightly in the vertical direction, and then start the two electric cylinders 41 through the overall control system to output excitation to the piston end of the shock absorber 1, and then use the tension and pressure sensor 44 located at the upper end of the shock absorber 1 and the computer to make a curve of the tension and pressure changing with time, so that the tension and pressure values ​​corresponding to different times can be read, thereby simulating the unevenness of the road surface, that is, completing the basic performance test of the interconnected liquid-pneumatic suspension under the forced vibration mode.

[0038] When it is necessary to perform vehicle road excitation mode and load transfer mode tests, the first drive motor 21 is started through the overall control system to drive the transmission screw 22 to rotate until the distance between the two test benches 4 matches the wheelbase or wheelbase of the vehicle's suspension system. At this time, the support height of the lifting fork rod 522 is also adjusted to the corresponding height, and then a counterweight block with a preset weight is placed at the center of the load-bearing platform 521 to simulate the weight of the vehicle's suspension on one side, and then the toggle handle of the upper beam lock 451 is rotated to release the locking relationship between the upper beams 45 of the two test benches 4 and the corresponding upper beam locks 451, so as to ensure that the upper beam 45 is lifted and slid along the axial direction of the guide column 43. The two electric cylinders 41 are then started through the overall control system to output excitation to the piston end of the shock absorber 1, and as the piston end of the shock absorber 1 is extended or compressed, a certain vibration is applied to the upper beam 45 to which the counterweight has been applied, that is, the upper end of the shock absorber 1, the tension and pressure sensor 44 and the upper beam 45 will also move up and down accordingly, and the lifting fork rod 522 will also tilt left and right and shake up and down accordingly, thereby simulating the roll, pitch or bounce movement of the vehicle. At this time, the tension and pressure sensor 44 and the computer are used together to make a curve of the tension and pressure changing with time, so as to complete the basic performance test of the interconnected liquid-pneumatic suspension under the road excitation mode and load transfer mode test.

[0039] In summary, the interconnected liquid-pneumatic suspension simulation test of the present embodiment includes a load transfer mode, a road excitation mode and a vehicle forced mode, so as to test, evaluate and study the corresponding mechanical properties and response characteristics of the interconnected liquid-pneumatic suspension during vehicle roll, pitch and bounce movements, and can simulate real road driving conditions, various complex road conditions and vehicle body postures, and further verify whether the design of the interconnected liquid-pneumatic suspension system can meet the expected performance requirements. It can also adjust the distance between the two test benches 4 to simulate different wheelbases or track widths of the vehicle, and further match the simulation test of the interconnected liquid-pneumatic suspension of various models. At the same time, it has a simple structure, easy operation and low cost.

[0040] Of course, in other preferred embodiments, such as Figure 1 , Figure 2 and Figure 3 As shown, the test platform of this embodiment also includes a second drive assembly 6 mounted on each test bench 4, the second drive assembly 6 includes a second drive motor 61 and a transmission unit, specifically, the transmission unit includes a transmission belt 62, two ball screw pairs 63 and two driven wheels 65 matching the ball screw pairs 63, the upper beam 45 is provided with a mounting hole, and a detachable connecting seat 66 is provided on the hole wall, that is, the connecting seat 66 is fixedly assembled in the mounting hole of the upper beam 45 by bolts and realizes a detachable connection, and the connecting seat 66 Two bearings 64 are arranged with an upper and lower spacing therein, the ball screw pair 63 is passed through the two bearings 64, and the screw of the ball screw pair 63 is rotatably assembled on the support frame 42, the two driven wheels 65 are respectively and detachably fixedly connected with the nuts of the corresponding ball screw pair 63 by bolts, and a stop nut 67 arranged with a gap is arranged in the upper end of the connecting seat 66 away from the driven wheel 65, and the stop nut 67 is screwed to the outer peripheral surface of the nut of the ball screw pair 63 to play the axial positioning of the bearing 64.

[0041] The transmission belt 62 is respectively wound around the driving end of the second drive motor 61 and the two driven wheels 65 to form a transmission connection arrangement. At this time, the connection structure composed of the mounting hole of the upper beam 45, the connecting seat 66, the bearing 64, the ball screw pair 63 and the stop nut 67 can enhance the stability of the structure and improve the load-bearing capacity, and can realize the fixing of the screw of the ball screw pair 63. Driven by the driving shaft of the second drive motor 61, the screw of the ball screw pair 63 drives the nut of the ball screw pair 63 to rotate accordingly and achieve lifting and lowering, and drives the connecting seat 66 to move up and down, thereby realizing the lifting and lowering of the upper beam 45, so as to further adjust the distance between the upper beam 45 and the push rod end of the electric cylinder 41 according to the specifications of different vehicle models, and then through the locking cooperation of the upper beam lock 451, the forced mode of the vehicle can be accurately simulated.

[0042] Before testing the vehicle road excitation mode and load transfer mode, first remove the transmission belt 62 from the driving end of the second drive motor 61 and the driven wheel 65, then remove the bolts between the connecting seat 66 and the upper beam 45 and the bolts between the driven wheel 65 and the nut of the ball screw pair 63 in turn to release the threaded connection between them, then rotate the nut, bearing 64 and connecting seat 66 of the ball screw pair 63 upward along the screw of the ball screw pair 63 to the top of the screw of the ball screw pair 63 to ensure that its position does not form a mechanism interference with the lifting and lowering movement of the upper beam 45 in the next step of the interconnected liquid-pneumatic suspension simulation test.

[0043] Although the present invention has been specifically shown and described in conjunction with the preferred embodiments, it should be understood by those skilled in the art that various changes may be made to the present invention in form and details without departing from the spirit and scope of the present invention as defined by the appended claims, all of which are within the scope of protection of the present invention.

Claims

1. A test platform for interconnected hydropneumatic suspension, equipped with a vehicle shock absorber to simulate the movement of the vehicle suspension system, and the shock absorber comprises two mutually interconnected shock absorbing units, characterized in that: It includes a first driving assembly, a mounting seat, and two test benches respectively slidably connected to the mounting seat; The two vibration reduction units correspond to the two test benches one by one, and the first driving assembly drives the two test benches to be connected respectively, and drives the two test benches to be close to or away from each other on the mounting seat respectively, so as to adjust the distance between the two test benches, thereby simulating different wheelbases or track widths of the vehicle; Each test bench includes an electric cylinder, a support frame slidably mounted on the mounting seat, a guide column arranged on the support frame, an upper beam slidably mounted on the guide column, and a tension and pressure sensor mounted on the upper beam, wherein the electric cylinder is mounted on the support frame, and each vibration reduction unit is respectively located between the corresponding electric cylinder and the tension and pressure sensor, and the tension and pressure sensor is used to measure the pressure or tension applied by each vibration reduction unit to it in real time, so as to simulate the relationship between the dynamic load on the sprung mass of the vehicle and the change over time; The upper beam is locked and set to be stationary so that the tension and pressure sensor remains stationary, and the push rod ends of the electric cylinders of the two test benches are respectively used to drive the pistons of the corresponding vibration reduction units to move axially along the guide column to simulate the forced mode of the vehicle; The upper beam is unlocked and set to be able to move up and down, the push rod ends of the electric cylinders of the two test benches are respectively used to drive the pistons of the corresponding vibration reduction units to move along the axial direction of the guide column, and the upper beam and the tension and pressure sensors respectively move correspondingly along the axial direction of the guide column to simulate the vehicle road excitation mode and load transfer mode; It also includes a counterweight mechanism, two test benches are arranged on the left and right, the counterweight mechanism includes a configuration block and a counterweight platform that can be raised and lowered and can be tilted left and right, and the counterweight mechanism, the test bench and the shock absorber cooperate with each other to simulate the roll, pitch or bounce movement of the vehicle; The counterweight platform includes a load-bearing platform and a lifting fork rod, and the lifting fork rod includes two fork rods hinged to each other, and the two fork rods are respectively rotated and connected to the corresponding upper beams at one end facing the upper beam, and the two fork rods are respectively rotated and connected to the load-bearing platform at one end facing the load-bearing platform, and the connection points of the two fork rods and the load-bearing platform are movably arranged; the first driving component drives the two test benches to approach or move away from each other on the mounting seat, so that the lifting fork rod is unfolded or folded, and drives the load-bearing platform and the configuration block to rise and fall synchronously, thereby adjusting the center of mass height of the simulated vehicle.

2. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: The first drive assembly includes a first drive motor and a transmission screw, the transmission screw has trapezoidal threads of forward and reverse rotation directions, and the transmission screw is respectively screwed to the support frames of the two test benches; the first drive motor drives the transmission screw to drive the transmission screw to rotate clockwise or counterclockwise, thereby driving the two test benches to move closer to or away from each other.

3. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: It also includes a second drive assembly mounted on each test bench, the second drive assembly includes a second drive motor and a transmission unit, the second drive motor is connected to the transmission unit, and the transmission unit is connected to the upper beam to drive the upper beam to rise and fall along the axial direction of the guide column, thereby adjusting the height of the upper beam.

4. The test platform for interconnected liquid-pneumatic suspension according to claim 3, characterized in that: The transmission unit includes a transmission belt, a plurality of ball screw pairs and a plurality of driven wheels matching the ball screw pairs, the upper beam is provided with a mounting hole, a detachable connecting seat is provided on the hole wall of the mounting hole, a bearing is provided in the connecting seat; the ball screw pair is passed through the bearing, and the screw of the ball screw pair is rotatably assembled on the support frame; the plurality of driven wheels are respectively detachably assembled on the nuts of the corresponding ball screw pairs, a stop nut arranged with a gap is provided in the end of the connecting seat away from the driven wheel, and the stop nut is screwed to the outer peripheral surface of the nut of the ball screw pair; the transmission belt is respectively wound around the driving end of the second driving motor and the plurality of driven wheels to form a transmission connection arrangement.

5. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: An upper beam lock for locking the upper beam from moving is arranged between the upper beam and the guide column.

6. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: The support frame comprises a lower beam and a support plate arranged at an upper and lower interval, and support columns respectively fixedly connected between the lower beam and the support plate; the support plate is slidably mounted on the mounting seat.

7. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: The two vibration damping units are interconnected via oil pipelines.

8. The test platform for interconnected liquid-pneumatic suspension according to claim 1, characterized in that: It also includes a general control system, and the first drive component and the electric cylinder work in coordination through the general control system.

Images