A kind of automobile shock absorber testing device

Abstract

The present application discloses a vehicle shock absorber testing device, which belongs to the field of shock absorber testing technology. It mainly includes a test seat, an upper fixed plate is fixedly installed on the upper end of the test seat, a lower fixed plate is fixedly installed on the lower end of the test seat, and an auxiliary plate is fixedly installed in the middle of the test seat; a lower clamping jaw, which is mainly composed of a lower clamping plate movably installed on the lower fixed plate and a lower clamping head hingedly installed with the lower clamping plate; a first cylinder, which is fixedly installed at the bottom of the upper fixed plate. The vehicle shock absorber testing device of the present application is provided with a second cylinder and an arc plate, which can exert a certain thrust on the shock absorber from the side during the vehicle shock absorber test, thereby simulating the situation that the direction of the pressure on the vehicle shock absorber will change synchronously due to changes in road conditions during the driving of the vehicle, so that the test results of the vehicle shock absorber are more accurate and fit the actual use scenario.

Description

Technical Field

[0001] The present application relates to the technical field of shock absorber testing, and in particular to a vehicle shock absorber testing device. Background Art

[0002] Automobile shock absorbers, also known as shock absorbers or shock absorbers, are vital components in the automobile chassis system. Automobile shock absorbers are actually vibration dampers, which are installed at the bottom of the car. Their main function is to suppress the shock caused by the rebound of the spring after shock absorption and the impact from the road surface, thereby quickly attenuating the vibration of the frame and body, and improving the smoothness and comfort of the car's driving. In order to ensure the driving safety of the car and improve the driving experience of the car, the automobile shock absorbers need to be tested for shock absorption before leaving the factory. Usually, automobile shock absorber tests include damping force tests, rebound force tests, and sealing tests. However, automobile shock absorber testing devices are used in many tests. In order to ensure the life and performance of automobile shock absorbers, automobile shock absorber durability tests are an indispensable part of many tests.

[0003] For example, the patent with authorization announcement number CN213749016U discloses an automobile shock absorber detection device, including a device housing, a chuck, a detection plate, a fixing rod, a connecting belt, a shock-absorbing spring, a connecting groove and a sensor device. The fixing rod moves in the connecting groove so that it can press the shock-absorbing spring. Under the action of the connecting belt, the fixing rod can move the detection plate at a uniform speed, thereby ensuring that the shock-absorbing spring is pressed at a uniform speed and a fixed distance.

[0004] Although the above device completes the detection of automobile shock absorbers, since automobiles are divided into many categories, they not only need to carry people in actual use, but usually also need to carry cargo. When a cargo car with a certain weight of cargo is loaded in the compartment and travels on a smooth road, the pressure on the automobile shock absorber is not only the gravity of the automobile itself, but also part of the pressure comes from the weight of the cargo. When the car is climbing or descending a slope, the cargo in the compartment slides in the compartment due to gravity, and part of the pressure on the automobile shock absorber will change according to the position of the cargo. At this time, the pressure on the automobile shock absorber is multi-directional. If it is impossible to simulate that the automobile shock absorber is subjected to multi-directional pressure when it is under pressure, it will affect the detection result of the automobile shock absorber. Therefore, it is necessary to provide an automobile shock absorber testing device to solve the above problem.

[0005] It should be noted that the above information disclosed in this background technology section is only for understanding the background technology of the present application concept, and therefore, it may contain information that does not constitute the prior art. Summary of the invention

[0006] Based on the above problems existing in the prior art, the problem to be solved by the present application is to provide a vehicle shock absorber testing device, which solves the problem that the testing device cannot simulate the vehicle shock absorber being subjected to multiple pressures when under pressure, thereby affecting the test results.

[0007] The technical solution adopted by the present application to solve its technical problems is: an automobile shock absorber testing device, including a test seat, an upper fixing plate is fixedly installed on the upper end of the test seat, a lower fixing plate is fixedly installed on the lower end of the test seat, and an auxiliary plate is fixedly installed in the middle of the test seat; a lower clamping jaw, which is mainly composed of a lower chuck movably installed on the lower fixing plate and a lower chuck hingedly installed with the lower chuck; a first cylinder, which is fixedly installed at the bottom of the upper fixing plate, and a connecting piece is fixedly installed on the output end of the first cylinder; an upper clamping jaw, which includes an upper chuck movably installed at the bottom of the connecting piece and a lower chuck hingedly pressed on the lower chuck. An upper chuck at the bottom of the upper chuck; a test piece, which is located between the upper fixing plate and the lower fixing plate, and the test piece is clamped by the upper chuck and the lower chuck; an auxiliary component, which is arranged on one side of the test piece, and the auxiliary component includes a side plate fixedly mounted on one side of the auxiliary plate, a second cylinder is fixedly mounted on a side of the side plate close to the test piece, an arc plate is fixedly mounted on the output end of the second cylinder, the surface of the arc plate is arc-shaped and suitable for fitting with the surface of the test piece; an adjusting motor, the output end of which passes through the lower fixing plate and is fixedly connected to the bottom of the lower chuck.

[0008] Furthermore, an adjusting motor is fixedly mounted on the bottom of the lower fixing plate, an output end of the adjusting motor passes through the lower fixing plate and is fixedly connected to the bottom of the lower chuck, and a PLC control system is provided on the test seat.

[0009] Furthermore, the auxiliary components may be provided in at least two groups and arranged at different angular positions of the test piece, wherein: through the auxiliary components, multiple groups of pressures in different directions can be applied to the test piece, thereby simulating a scenario in which the test piece is subjected to pressures from different directions due to changes in road conditions.

[0010] Furthermore, the connecting member includes a connecting block fixedly mounted on the output end of the first cylinder, and an impact assembly movably mounted on the top of the upper chuck, the impact assembly includes an impact weight movably mounted on the top of the upper chuck, a first connecting body is fixedly mounted on the top of the impact weight, a second connecting body is fixedly mounted on the first connecting body, the outer diameter of the first connecting body is smaller than the outer diameter of the second connecting body and forms a placement step; a fixed block is fixedly mounted on the top of the second connecting body, the outer diameter of the fixed block is larger than the outer diameter of the second connecting body, a sliding sleeve is provided on the surface sliding sleeve of the second connecting body, and transition slopes are provided on the tops of the fixed block and the sliding sleeve.

[0011] Furthermore, a first chamber and an opening are provided in the connecting block, the inner diameter of the opening is adapted to the outer diameter of the fixed block, second chambers are provided on both sides of the bottom of the first chamber, a limit block is slidably installed in the second chamber, a return spring is fixedly installed on the side away from the limit block, and the other side of the return spring is fixedly connected to the inner wall of the second chamber, and an auxiliary inclined surface is provided on the side of the limit block away from the first chamber.

[0012] Furthermore, a connecting plate is fixedly sleeved on the impact weight, a sliding block is fixedly mounted on one side of the connecting plate close to the test seat, a sliding rail is fixedly mounted on the test seat, and the sliding block is slidably connected to the sliding rail.

[0013] Furthermore, electromagnets are provided at the bottom of the fixed block and the top of the sliding sleeve, and the electromagnets are electrically connected to the PLC control system.

[0014] Furthermore, a third cylinder is fixedly mounted on the test seat, and an output end of the third cylinder passes through the auxiliary plate.

[0015] Furthermore, at least two groups of stationary switches for controlling the electromagnet to lose power or be energized are arranged on the slide rail, and the stationary switches are electrically connected to the PLC control system.

[0016] The beneficial effect of the present application is that the present application provides an automobile shock absorber testing device, which, by providing a second cylinder and an arc plate, can exert a certain thrust on the shock absorber from the side during the automobile shock absorber testing, thereby simulating the situation in which the direction of the pressure on the automobile shock absorber changes synchronously due to changes in road conditions during the driving process of the automobile, thereby making the test results of the automobile shock absorber more accurate and in line with the actual usage scenario.

[0017] In addition to the above-described purposes, features and advantages, the present application also has other purposes, features and advantages. The present application will be further described in detail with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings constituting part of the present application are used to provide a further understanding of the present application. The exemplary embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0019] Figure 1 It is an overall schematic diagram of an automobile shock absorber testing device in this application;

[0020] Figure 2 for Figure 1 Side view of the overall structure;

[0021] Figure 3 for Figure 2 A magnified view of the structure of the middle A area;

[0022] Figure 4 for Figure 2 Schematic diagram of the overall structure after the partial structure section;

[0023] Figure 5 for Figure 4 A magnified view of the structure of the middle B region;

[0024] Figure 6 for Figure 5 Exploded view of local structure;

[0025] Figure 7 for Figure 4 Side view of the local structure.

[0026] Among them, the reference numerals in the figure are:

[0027] 1. Test seat; 2. Lower clamp; 3. Adjustment motor; 4. Test piece; 5. First cylinder; 6. Upper clamp; 7. Impact assembly; 71. Impact weight; 72. Connecting plate; 73. Sliding block; 74. First connector; 75. Second connector; 76. Fixed block; 77. Sliding sleeve; 8. Connecting block; 81. First chamber; 82. Second chamber; 83. Limit block; 84. Reset spring; 9. Second cylinder; 10. Arc plate; 11. Upper fixed plate; 12. Lower fixed plate; 13. Side plate; 14. Slide rail; 15. Auxiliary plate; 16. Third cylinder. DETAILED DESCRIPTION

[0028] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0029] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0030] Embodiment 1: This embodiment mainly introduces the basic structure and working principle of the automobile shock absorber testing device, specifically:

[0031] like Figure 1-Figure 2 As shown, the present application provides a vehicle shock absorber testing device, including a test seat 1, which is a support part of the vehicle shock absorber testing device, and is usually placed on the ground or on a workbench, mainly to provide support for the test of the vehicle shock absorber, and ensure the stable conduct of the vehicle shock absorber test operation;

[0032] An upper fixing plate 11 is fixedly mounted on the upper end of the test seat 1, and a lower fixing plate 12 is fixedly mounted on the lower end of the test seat 1. A detection zone is formed between the upper fixing plate 11 and the lower fixing plate 12, and the automobile shock absorber test is performed in the detection zone;

[0033] A lower clamping jaw 2 is movably installed on the top of the lower fixed plate 12. The lower clamping jaw 2 is an existing mechanical clamping jaw. It should be noted that the lower clamping jaw 2 is mainly composed of a lower clamping plate rotatably installed on the lower fixed plate 12, and a lower clamping head hingedly installed with the lower clamping plate. The lower clamping head is opened or closed by electric control to relax or clamp the lower end of the automobile shock absorber. After the lower clamping head clamps the lower end of the automobile shock absorber, if the side of the automobile shock absorber is subjected to thrust at this time, the lower clamping head will tilt due to the hinged relationship between the lower clamping head and the lower clamping plate. Figure 2 A test piece 4 is clamped above the lower clamping jaw 2, and the test piece 4 is the automobile shock absorber to be tested;

[0034] An adjusting motor 3 is fixedly mounted at the bottom of the lower fixing plate 12, and the output end of the adjusting motor 3 passes through the lower fixing plate 12 and is fixedly connected to the bottom of the lower chuck, so that when the adjusting motor 3 is started, it is suitable for driving the lower clamping jaw 2 to rotate, and synchronously drives the test piece 4 to rotate, so as to adjust the angle of the test piece 4;

[0035] A first cylinder 5 is fixedly installed at the bottom of the upper fixed plate 11, and a connecting piece (not shown in the figure) is fixedly installed on the output end of the first cylinder 5. An upper clamping jaw 6 is fixedly installed at the bottom of the connecting piece. The upper clamping jaw 6 and the lower clamping jaw 2 are both existing mechanical clamping jaws. The upper clamping jaw 6 is mainly composed of an upper chuck rotatably installed at the bottom of the connecting piece, and an upper chuck hingedly installed at the bottom of the upper chuck. The upper chuck is also opened or closed by electric control to clamp the upper end of the test piece 4. It should be noted that the use method and structure of the upper clamping jaw 6 are the same as those of the lower clamping jaw 2. When the two ends of the test piece 4 are fixed by the upper clamping jaw 6 and the lower clamping jaw 2, if the side of the test piece 4 is subjected to thrust, the test piece 4 and the upper chuck and the lower chuck will all be offset to facilitate the subsequent operation;

[0036] Therefore, before the test operation starts, the staff can move the test piece 4 to the detection interval position by hand, and then place the lower end of the test piece 4 on the lower clamp 2, and then control the lower clamp 2 to start, and the lower clamp connects the lower end of the test piece 4, and then the staff adjusts the upper end of the test piece 4 to the position of the upper clamp, and then starts the upper clamp 6, and the upper clamp clamps the upper end of the test piece 4, and then the staff starts the first cylinder 5, and the output end of the first cylinder 5 drives the connecting piece and the upper clamp 6 to move downward, generating pressure on the test piece 4, and the test piece 4 will be compressed after being pressurized, thereby simulating the pressure scene of the test piece 4 in actual use;

[0037] When the output end of the first cylinder 5 extends to the limit position, the pressure on the test piece 4 is the greatest. Then, the output end of the first cylinder 5 retracts and synchronously drives the test piece 4 to reset, thereby completing a round of testing operations. To complete the testing operations, multiple rounds of testing are required. The output end of the first cylinder 5 needs to be repeatedly extended and retracted until the test piece 4 is finally pressed to scrap, thereby testing the durability of the test piece 4.

[0038] In order to simulate the scenario where the pressure on the test piece 4 changes due to changes in road conditions during the driving of the car, such as Figure 2-Figure 3 As shown, an auxiliary plate 15 is fixedly installed in the middle of the test seat 1, a side plate 13 is fixedly installed on one side of the auxiliary plate 15, a second cylinder 9 is fixedly installed on the side of the side plate 13 close to the test piece 4, and an arc plate 10 is fixedly installed on the output end of the second cylinder 9, and the surface of the arc plate 10 is arranged in an arc shape and is suitable for fitting with the surface of the test piece 4;

[0039] In the initial state, the second cylinder 9 is in a closed state. At this time, there is a certain distance between the arc plate 10 and the test piece 4. When the test operation starts, the staff can start the second cylinder 9. The output end of the second cylinder 9 drives the arc plate 10 to move toward the position of the test piece 4. With the action of the output end of the second cylinder 9, the arc plate 10 fits the test piece 4 and generates a certain thrust on the test piece 4. The test piece 4 is offset under the thrust. It should be noted that the output end of the second cylinder 9 does not extend too long, thereby avoiding the test piece 4 from being offset by a large distance under the action of the second cylinder 9, thereby affecting the connection between the test piece 4 and the clamp. In this process, the test piece 4 is not only subjected to the downward pressure from the first cylinder 5, but also to the thrust from the side of the second cylinder 9, thereby simulating the scene in which the test piece 4 is subjected to pressure from different directions due to changes in road conditions when in use;

[0040] In this embodiment, the combination of the second cylinder 9 and the arc plate 10 can be understood to be defined as an auxiliary component, which is provided with multiple groups and arranged at different angular positions of the test piece 4. During the test process, multiple groups of auxiliary components are started at the same time. At this time, the test piece 4 will be subjected to multiple groups of pressure from different directions, and the adjustment motor 3 can be controlled to start by electronic control. After the adjustment motor 3 is started, its output end will rotate periodically, thereby driving the lower clamp 2 and the test piece 4 to rotate synchronously. During the test process, the test piece 4 will not only be subjected to the pressure of multiple groups of auxiliary components, but also adjust the angle of the test piece 4 under the drive of the adjustment motor 3, so that the same part of the test piece 4 will be subjected to different pressures in different time periods, thereby simulating the complex road conditions. The cargo loaded on the truck is constantly displaced due to the road conditions, so that the pressure on the test piece 4 comes from different directions, and the magnitude of the force is constantly changing.

[0041] Embodiment 2: The above embodiment can adjust the position of the test piece 4 when the automobile shock absorber is tested by adjusting the coordination of the motor 3 and the auxiliary components. At the same time, multiple sets of auxiliary components are provided to apply pressure to the test piece 4 from different angles, thereby simulating the pressure of the test piece 4 when the road conditions are complicated. However, during the driving process of the automobile, due to changes in road conditions, the automobile loaded with goods may pass through potholes or collide. When the automobile passes through potholes, the tires of the automobile will be suspended in a short period of time and then return to the ground. During this process, the test piece 4 will be subjected to an instantaneous impact force;

[0042] Furthermore, in order to make the detection result of the automobile shock absorber more realistic, in this embodiment, an impact component 7 is provided, specifically: Figure 4-Figure 5As shown, it should be noted that, in the first embodiment, the upper clamp 6 and the first cylinder 5 are connected by a connecting piece, but in the first embodiment, the connecting piece is not described in detail. In this embodiment, the connecting piece is changed to a combination of an impact assembly 7 and a connecting block 8, and the specific structure is described below;

[0043] The impact assembly 7 mainly includes an impact weight 71 movably mounted on the top of the upper chuck, a connecting plate 72 is fixedly sleeved on the impact weight 71, a slider 73 is fixedly mounted on the side of the connecting plate 72 close to the test seat 1, and a vertical slide rail 14 is fixedly mounted on the test seat 1, the slider 73 is slidably connected to the slide rail 14, so that when the impact weight 71 is not subject to any restrictions, it will fall freely along the setting direction of the slide rail 14, and the connecting plate 72 will move downward synchronously;

[0044] like Figure 5-Figure 6 As shown, a first connecting body 74 is fixedly installed on the top of the impact weight 71, and a second connecting body 75 is fixedly installed on the first connecting body 74. The outer diameter of the first connecting body 74 is smaller than the outer diameter of the second connecting body 75 and forms a placement step;

[0045] A fixing block 76 is fixedly installed on the top of the second connecting body 75. The outer diameter of the fixing block 76 is larger than the outer diameter of the second connecting body 75. At the same time, a sliding sleeve 77 is slidably sleeved on the surface of the second connecting body 75. In order to facilitate the use of the fixing block 76 and the sliding sleeve 77, transition slopes are provided on the tops of the fixing block 76 and the sliding sleeve 77. The specific use is described below.

[0046] It should be noted that electromagnets are provided at the bottom of the fixed block 76 and the top of the sliding sleeve 77. The electromagnets attract each other with opposite charges. In the initial state, the electromagnets are in a de-energized state. Due to the effect of gravity, there is a certain distance between the sliding sleeve 77 and the fixed block 76 on the placement step. When the staff controls the electromagnet to be energized, due to the attraction between the opposite charges of the electromagnets, the sliding sleeve 77 moves upward toward the position of the fixed block 76, and finally the sliding sleeve 77 fits the fixed block 76.

[0047] Continue to refer Figure 5-Figure 6 A connecting block 8 is fixedly installed at the bottom of the first cylinder 5, and a first chamber 81 is formed in the connecting block 8 and an opening is provided. The inner diameter of the opening is adapted to the outer diameter of the fixing block 76, and the fixing block 76 is suitable for entering the first chamber 81 through the opening;

[0048] A second chamber 82 is provided on both sides of the bottom of the first chamber 81, and a limit block 83 is slidably installed in the second chamber 82. A return spring 84 is fixedly installed on the side of the limit block 83 away from the first chamber 81, and the other side of the return spring 84 is fixedly connected to the inner wall of the second chamber 82. At the same time, an auxiliary inclined surface used in conjunction with the transition inclined surface is provided on the side of the limit block 83 away from the first chamber 81. In the initial state, due to the action of the return spring 84, the corresponding side of the limit block 83 protrudes from the second chamber 82. When subjected to an external force, the limit block 83 is suitable for sliding toward the second chamber 82, and the return spring 84 is compressed. When the external force is released, the limit block 83 returns to its initial position under the action of the return spring 84.

[0049] like Figure 7 As shown, a third cylinder 16 is fixedly installed on the test seat 1, and the output end of the third cylinder 16 passes through the auxiliary plate 15. The output end of the third cylinder 16 is located directly below the connecting plate 72. The output end of the third cylinder 16 extends out to contact the connecting plate 72 and lift it up. When the test piece 4 has not been installed and the impact assembly 7 and the connecting block 8 are in a separated state, the connecting plate 72 is suitable for moving downward under the action of the impact weight 71. At the same time, the connecting plate 72 moves downward and finally contacts the output end of the third cylinder 16. The third cylinder 16 is mainly used to connect the impact assembly 7 and the connecting block 8;

[0050] In the initial state, before the test experiment begins, the impact assembly 7 and the connecting block 8 may be in a separated state. When the impact assembly 7 and the connecting block 8 need to be connected, the staff only needs to start the third cylinder 16, and the output end of the third cylinder 16 extends out to approach and contact the connecting plate 72. With the action of the output end of the third cylinder 16, the connecting plate 72 will continue to move upward and drive the impact weight 71 to move upward synchronously, and the fixed block 76 will also move upward synchronously. At the same time, the fixed block 76 moves to the position of the limit block 83, and the auxiliary inclined surface and the transition inclined surface are connected. The fixed block 76 continuously squeezes the limit block 83, and finally the top of the fixed block 76 contacts the top of the inner wall of the first chamber 81. At this time, the output end of the third cylinder 16 extends to the limit position. It should be noted that when the top of the fixed block 76 contacts the top of the inner wall of the first chamber 81, the sliding sleeve 77 is located on the outside of the first chamber 81 and does not affect the fixed block 76 from entering the first chamber 81. At the same time, when the fixed block 76 passes over the limit block 83, the limit block 83 returns to its initial position due to the elastic force of the return spring 84.

[0051] Then the staff can close the third cylinder 16. With the recovery of the third cylinder 16, the impact assembly 7 will also move downward. Finally, due to the limiting effect of the limiting block 83, the fixing block 76 will be placed on the limiting block 83, and the impact assembly 7 cannot move further downward.

[0052] When the impact assembly 7 and the connecting block 8 are connected, Figure 5 As shown, at this time, the impact assembly 7 is connected to the connecting block 8, and the fixed block 76 is located in the first chamber 81. When the test operation starts, the staff starts the first cylinder 5, and the output end of the first cylinder 5 extends. Since the test piece 4 is clamped by the upper clamp 6 and the lower clamp 2 at this time, under the action of the output end of the first cylinder 5, the impact assembly 7 will move upward relatively until the top of the fixed block 76 contacts the top of the inner wall of the first chamber 81. At this time, there is no gap for relative movement between the impact assembly 7 and the connecting block 8. Then, when the output end of the first cylinder 5 extends downward again, it will squeeze the test piece 4. Since the impact weight 71 will move downward synchronously with the connecting block 8, the slider 73 will slide on the slide rail 14, thereby completing the test operation of the test piece 4 in the first embodiment;

[0053] When it is necessary to simulate the impact test of the test piece 4, the staff only needs to control the electromagnet to be energized during the normal test process. Due to the attraction between opposite poles, the sleeve 77 slides upward toward the fixed block 76. During the upward sliding of the sleeve 77, the auxiliary inclined surface contacts the transition inclined surface, and the sleeve 77 exerts an extrusion effect on the limit block 83. The limit block 83 slides toward the second chamber 82, and finally the sleeve 77 contacts the fixed block 76. At the moment of contact, due to the extrusion of the limit block 83, the sleeve 77 can no longer limit the fixed block 76. At the same time, due to the effect of gravity, the impact weight 71 will fall vertically. It should be noted that in this embodiment, the weight of the impact weight 71 is greater than the pressure when the output end of the first cylinder 5 is extended. Therefore, when the sleeve 77 contacts the fixed block 76, the impact assembly 7 is separated from the connecting block 8. Due to the effect of the impact weight 71, the impact assembly 7 will generate an instantaneous impact on the test piece 4, thereby simulating the scene when the test piece 4 is impacted during use.

[0054] When the impact assembly 7 is separated from the connection block 8, the gravity of the impact assembly 7 is borne by the test piece 4, and because the test piece 4 itself has a certain buffering effect, the impact assembly 7 will not directly fall onto the auxiliary plate 15 and cause damage. When the buffering effect of the test piece 4 is good, the impact assembly 7 will stay at a higher position after being separated from the connection block 8. At this time, the output end of the first cylinder 5 continues to extend to achieve reconnection between the impact assembly 7 and the connection block 8. Then the staff can control the electromagnet to lose power. After the electromagnet loses power, the sliding sleeve 77 resets itself under the action of gravity;

[0055] When the test piece 4 is about to be damaged or has been damaged, the elasticity of the test piece 4 itself is poor, and the output end of the first cylinder 5 cannot contact the impact assembly 7 after being extended to the limit position. At this time, the staff needs to control the third cylinder 16 to start, and the impact assembly 7 and the connecting block 8 are reconnected through the third cylinder 16. For details, please refer to the connection method of the impact assembly 7 above.

[0056] Furthermore, the staff can set multiple groups of stationary switches on the slide rail 14 for controlling the electromagnet to lose power or gain power. When the output end of the first cylinder 5 drives the impact assembly 7 to move downward, the slider 73 slides on the slide rail 14. When the slider 73 slides to a certain position on the slide rail 14, it contacts the contact switch to control the disengagement of the impact assembly 7, so as to simulate the pressure-bearing scene of the test piece 4 when the car is hit while driving, and a PLC control system is set on the test seat 1 to control the alternating opening or closing of each electrical component, without the need for the staff to perform separate operations.

[0057] In summary, this embodiment is provided with a detachable impact component 7 and a connecting block 8, which can simulate the pressure scene when the test piece 4 is impacted without affecting the normal test, and when the test piece 4 is impacted, the auxiliary component provided in the first embodiment can still squeeze the test piece 4 on the side at the same time, which will not affect the simulation of the pressure scene when the test piece 4 is subjected to multiple pressures, so that the detection result of the automobile shock absorber is closer to reality.

[0058] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle shock absorber testing device, characterized in that: include: A test seat (1), wherein an upper fixing plate (11) is fixedly mounted on the upper end of the test seat (1), a lower fixing plate (12) is fixedly mounted on the lower end of the test seat (1), and an auxiliary plate (15) is fixedly mounted on the middle part of the test seat (1); A lower clamping jaw (2), the lower clamping jaw (2) mainly comprising a lower clamping plate movably mounted on the lower fixing plate (12) and a lower clamping head hingedly mounted to the lower clamping plate; A first cylinder (5), the first cylinder (5) being fixedly mounted on the bottom of the upper fixed plate (11), a connecting piece being fixedly mounted on the output end of the first cylinder (5); An upper clamping jaw (6), the upper clamping jaw (6) comprising an upper clamping plate movably mounted on the bottom of the connecting member and an upper clamping head hingedly pressed on the bottom of the upper clamping plate; A test piece (4), the test piece (4) being located between the upper fixing plate (11) and the lower fixing plate (12), the test piece (4) being clamped by the upper clamp and the lower clamp; an auxiliary component, the auxiliary component being arranged on one side of the test piece (4), the auxiliary component comprising a side plate (13) fixedly mounted on one side of the auxiliary plate (15), a second cylinder (9) being fixedly mounted on a side of the side plate (13) close to the test piece (4), an arc-shaped plate (10) being fixedly mounted on an output end of the second cylinder (9), the surface of the arc-shaped plate (10) being arranged in an arc shape and being suitable for being fitted with a surface of the test piece (4); An adjusting motor (3), wherein an output end of the adjusting motor (3) passes through the lower fixing plate (12) and is fixedly connected to the bottom of the lower chuck; The connecting member comprises a connecting block (8) fixedly mounted on the output end of the first cylinder (5), and an impact assembly (7) movably mounted on the top of the upper chuck, the impact assembly (7) comprises an impact weight (71) movably mounted on the top of the upper chuck, a first connecting body (74) is fixedly mounted on the top of the impact weight (71), a second connecting body (75) is fixedly mounted on the first connecting body (74), an outer diameter of the first connecting body (74) is smaller than an outer diameter of the second connecting body (75) and forms a placement step; A fixing block (76) is fixedly mounted on the top of the second connecting body (75); the outer diameter of the fixing block (76) is larger than the outer diameter of the second connecting body (75); a sliding sleeve (77) is provided on the surface of the second connecting body (75); and transition slopes are provided on the tops of the fixing block (76) and the sliding sleeve (77); The connecting block (8) is provided with a first chamber (81) and an opening, the inner diameter of the opening being adapted to the outer diameter of the fixing block (76), second chambers (82) being provided on both sides of the bottom of the first chamber (81), a limit block (83) being slidably mounted in the second chamber (82), a return spring (84) being fixedly mounted on the side of the limit block (83) away from the first chamber (81), the other side of the return spring (84) being fixedly connected to the inner wall of the second chamber (82), and an auxiliary inclined surface being provided on the side of the limit block (83) away from the first chamber (81); A connecting plate (72) is fixedly sleeved on the impact weight (71); a sliding block (73) is fixedly mounted on a side of the connecting plate (72) close to the test seat (1); a sliding rail (14) is fixedly mounted on the test seat (1); and the sliding block (73) is slidably connected to the sliding rail (14); Electromagnets are provided at the bottom of the fixed block (76) and the top of the sliding sleeve (77).

2. The automobile shock absorber testing device according to claim 1, characterized in that: An adjusting motor (3) is fixedly mounted on the bottom of the lower fixing plate (12); an output end of the adjusting motor (3) passes through the lower fixing plate (12) and is fixedly connected to the bottom of the lower chuck; and a PLC control system is provided on the test seat (1).

3. The automobile shock absorber testing device according to claim 2, characterized in that: The auxiliary components may be provided in at least two groups and arranged at different angular positions on the test piece (4), wherein: through the auxiliary components, multiple groups of pressures in different directions may be applied to the test piece (4), thereby simulating a scenario in which the test piece (4) is subjected to pressures from different directions due to changes in road conditions.

4. The automobile shock absorber testing device according to claim 3, characterized in that: A third cylinder (16) is fixedly mounted on the test seat (1), and an output end of the third cylinder (16) passes through the auxiliary plate (15).

5. The automobile shock absorber testing device according to claim 4, characterized in that: At least two groups of stationary switches for controlling the electromagnet to lose power or gain power are arranged on the slide rail (14), and the stationary switches are electrically connected to the PLC control system.

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