Device and method for impact fatigue test of power assembly suspension

Abstract

An impact fatigue testing apparatus for a powertrain mount includes: a main frame having a guide support extending vertically from a base plate and a mounting plate coupled to the guide support; a first suspension clamp mounted to the mounting plate and configured to support an upper portion of the suspension member; a second suspension clamp mounted to a lower portion of the suspension member and configured to support the lower portion of the suspension member; a weight portion fixed to the second suspension clamp and configured to apply a load to the suspension member; and a vibration portion configured to continuously provide vibration to the substrate to vibrate the weight portion using the main frame, the first suspension jig, and the second suspension jig as media.

Description

Technical Field

[0001] The present disclosure relates to an apparatus and method for impact fatigue testing of a powertrain mount. More specifically, the present disclosure relates to an apparatus and method for impact fatigue testing of a powertrain mount to evaluate impact resistance performance under rough road driving conditions. Background Art

[0002] Typically, the powertrain of a vehicle vibrates not only due to structural reasons, but may also vibrate due to the unevenness of the road surface on which the vehicle is traveling.

[0003] In particular, when a vehicle accelerates with a high engine load on an extremely uneven road surface or on a speed bump, a high impact load exceeding the maximum load generated by the powertrain may occur due to the increase in angular acceleration of the powertrain and the increase in tire contact area. The high load generated in a short period of time may affect the powertrain and suspension system as an impact load.

[0004] Currently, since it is difficult to reproduce the impact loads generated under driving conditions on rough roads, the strength and safety of the suspension related to the impact loads are mainly evaluated and verified on actual vehicles. However, in actual vehicle testing, other components of the vehicle may be damaged due to exposure to high impact loads, making it difficult to evaluate the life of the target suspension, thereby making it difficult to accurately verify the component safety factor or to achieve the optimal design for it.

[0005] If such repetitive high impact load conditions could be reproduced in a target part test rig, the disadvantages in actual vehicle testing could be overcome. However, to date there is no known test rig that is able to reproduce such test conditions.

[0006] The above information disclosed in this Background section is only for enhancing understanding of the background of the present disclosure. Therefore, this Background section may contain information that does not constitute the prior art that is already known to a person of ordinary skill in the art. Summary of the invention

[0007] The present disclosure has been devoted to solving the above-mentioned problems associated with the prior art. The object of the present disclosure is to provide a device and method for impact fatigue testing of a powertrain suspension, which enables an impact resistance test to evaluate the impact resistance performance under rough road driving conditions. In the impact fatigue test device, an impact resistance test for evaluating the impact resistance performance under rough road driving conditions, which can conventionally only be performed on an actual vehicle, can be performed. This is achieved by reproducing the actual vehicle test conditions in the test device and by inputting multiple conditions under which the impact load occurs and the weight portion (weight portion) installed to the impact fatigue test device and the mass and characteristic values ​​of the suspension into the impact fatigue test device to excite the impact fatigue test device. The impact load on the suspension is compared with the set impact load on the target part to change the amplitude of the impact fatigue test device. Therefore, when the impact load on the suspension is consistent with the impact load on the target part, the impact fatigue test is performed under the condition that the suspension vibrates with the corresponding amplitude.

[0008] In one embodiment, the present disclosure provides an impact fatigue test device for powertrain suspension. The device includes: a main frame having a guide support extending vertically from a base plate and a mounting plate coupled to the guide support; a first suspension fixture mounted to the mounting plate and configured to support an upper portion of a suspension member; a second suspension fixture mounted to a lower portion of the suspension member and configured to support a lower portion of the suspension member; a counterweight portion fixed to the second suspension fixture and configured to apply a load to the suspension member; and a vibration portion configured to continuously provide vibration to the base plate to vibrate the counterweight portion using the main frame, the first suspension fixture, and the second suspension fixture as a medium.

[0009] In an embodiment, the impact fatigue testing apparatus may further include a controller configured to compare the load applied to the suspension member with an input target load to selectively increase or decrease the amplitude of the vibration portion.

[0010] In another embodiment, the target load is input by setting the target load to a maximum impact load on an actual vehicle.

[0011] In yet another embodiment, the controller may calculate a natural frequency of the suspension member using the weight measurement value of the weight portion and the characteristic value of the suspension member to control the vibration portion to vibrate at the same frequency as the calculated natural frequency of the suspension member with an input amplitude.

[0012] In yet another embodiment, the controller may be further configured to receive the load applied to the suspension member from a load sensor attached to the first suspension fixture in real time, and compare the load with the input target load.

[0013] In yet another embodiment, the impact fatigue testing device may further include a displacement meter mounted to the guide support and configured to evaluate the displacement of the counterweight portion in the vertical movement. The controller may also be configured to calculate the velocity and acceleration of the counterweight portion using the displacement measurement of the counterweight portion received from the displacement meter, and output the velocity and acceleration of the counterweight portion.

[0014] In another embodiment, the weight portion may have a structure in which a plurality of unit weights are stacked, and the weight of the weight portion may be selectively changed by assembling or disassembling the unit weights.

[0015] In still another embodiment, the counterweight portion is coupled to the plurality of guide shafts by passing a plurality of guide shafts uprightly protruding from a base plate through respective holes of the counterweight portion, and the counterweight portion can move up and down along the guide shafts by vibration.

[0016] In another embodiment, the present disclosure provides a method for impact fatigue testing of a powertrain suspension. The method includes: a first step of inputting a target load of a suspension member into a controller; a second step of calculating the natural frequency of the suspension member by the controller using a weight measurement value of a counterweight part and a characteristic value of the suspension member to control a vibration part to vibrate at an input amplitude at a frequency identical to the calculated natural frequency of the suspension member; a third step of receiving a load applied to the suspension member in real time by the controller to compare the load applied to the suspension member with the target load; and a fourth step of controlling the vibration part to vibrate at a corresponding amplitude when the load applied to the suspension member is consistent with the target load.

[0017] In an embodiment, the fourth step may include selectively increasing or decreasing the amplitude of the vibration part through the controller when the load applied to the suspension member does not coincide with the target load.

[0018] In another embodiment, the third step may include measuring the displacement of the counterweight portion in the vertical movement, using the displacement measurements to calculate, by the controller, the velocity and acceleration of the counterweight portion, and outputting the velocity and acceleration of the counterweight portion.

[0019] Other aspects and embodiments of the disclosure are discussed below.

[0020] It should be understood that the term "vehicle" or "vehicle-like" or other similar terms as used herein generally include motor vehicles. Such motor vehicles may include passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various ships and boats, aircraft, etc. Such motor vehicles also include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As mentioned herein, a hybrid vehicle is a vehicle having two or more power sources, for example, a vehicle driven by both gasoline and electricity.

[0021] The above features and other features of the present disclosure will be discussed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other features of the present disclosure will now be described in detail with reference to certain embodiments of the present disclosure shown in the accompanying drawings, which are given by way of illustration only and are therefore not limiting of the present disclosure, and in which:

[0023] Figure 1 is a view showing an impact fatigue testing device for a powertrain mount according to an embodiment of the present disclosure;

[0024] Figure 2 is a view showing the structure of an impact fatigue testing device for a powertrain mount according to an embodiment of the present disclosure;

[0025] Figure 3 is a flow chart of a method for impact fatigue testing of a powertrain mount according to an embodiment of the present disclosure;

[0026] Figure 4 shows a comparison between an impact load on an actual vehicle and an impact load reproduced in a target part in a method for impact fatigue testing of a powertrain mount according to an embodiment of the present disclosure; and

[0027] Figure 5 Comparison between load values ​​and load occurrence numbers in 1 actual vehicle cycle and load values ​​and load occurrence numbers in 0.5 target part cycle in the method for impact fatigue testing of powertrain mount according to an embodiment of the present disclosure is shown.

[0028] It should be understood that the drawings are not necessarily drawn to scale, presenting somewhat simplified representations of various features illustrating the basic principles of the present disclosure. The specific design features of the present disclosure (including, for example, specific dimensions, orientations, locations, and shapes) should be determined in part by the specific intended application and use environment.

[0029] In the drawings, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION

[0030] Embodiments disclosed herein will now be described in detail with reference to the accompanying drawings.

[0031] Advantages and features of the present disclosure and methods of achieving the present disclosure should be apparent with reference to the embodiments described in detail below in conjunction with the accompanying drawings.

[0032] However, the present disclosure can be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. Instead, these embodiments are provided to make the present disclosure comprehensive and complete and to fully convey the scope of the present disclosure to those of ordinary skill in the art. The present disclosure is limited only by the scope of the claims.

[0033] When parts, devices, elements, etc. of the present disclosure are described as having a purpose or performing an operation, function, etc., these parts, devices or elements should be considered herein as being "configured to" satisfy the purpose or perform the operation or function.

[0034] In describing the present disclosure, if a detailed explanation of a related known function or structure is deemed to unnecessarily obscure the gist of the present disclosure, such explanation is omitted because such explanation would be understood by those having ordinary skill in the art.

[0035] Figure 1 is a view showing an impact fatigue testing device for a powertrain mount according to an embodiment of the present disclosure. Figure 2 is a view showing the structure of an impact fatigue testing device for a powertrain mount according to an embodiment of the present disclosure.

[0036] Generally, when a vehicle travels on a rough road (including, for example, a continuous uneven area), an impact load is introduced to the wheels of the vehicle and transmitted to the powertrain via the transmission shaft. The impact load transmitted to the powertrain is supported by the suspension.

[0037] When driving on a rough road, the resonance between the powertrain and the suspension causes an impact load exceeding the wheel slip torque. Therefore, it is necessary to reproduce the resonance to reproduce the impact load in a single suspension.

[0038] Conventionally, impact fatigue testing of suspensions under rough road driving conditions is performed on actual vehicles, so it is difficult to accurately determine under what impact load conditions fracture will occur, making it difficult to achieve the optimal design of the suspension. In addition, when the suspension is damaged, parts around the suspension and supported by the suspension may also be damaged, which leads to problems such as the cost of repairing the damaged area and the resulting economic losses.

[0039] Therefore, it is important to perform verification using a test apparatus that can reproduce the test conditions that are implemented when performing impact resistance tests under rough road driving conditions that can conventionally only be performed on actual vehicles.

[0040] For this reason, Figure 1 As shown, the impact fatigue testing device for powertrain suspension according to the present embodiment includes a main frame 100 , a first suspension fixture 200 , a second suspension fixture 300 , a weight portion 400 and a vibration portion 500 .

[0041] The main frame 100 includes a guide support 120 uprightly provided from a corner of the base plate 110 and vertically extending to have a predetermined length. The main frame further includes a mounting plate 130 coupled to the guide support 120 facing the base plate 110 to reproduce a cross member of a vehicle.

[0042] The first and second suspension jigs 200 and 300 are installed at the bottom central surface of the mounting plate 130 to respectively support the upper and lower portions of the suspension member 10 , which is a target piece of the impact fatigue test.

[0043] The weight portion 400 is a structure configured to reproduce a powertrain of a vehicle, and is configured to apply a load to the suspension member 10 by being fixed to the second suspension jig 300 .

[0044] In other words, since the weight portion 400 is suspended on the suspension member 10 using the second suspension jig 300 , a load generated by the weight of the weight portion may be applied to the suspension member 10 , thereby reproducing the weight of the powertrain of the vehicle.

[0045] The counterweight portion 400 may include a plurality of unit counterweights stacked on top of each other or stacked together.

[0046] In other words, the weight portion 400 has a structure in which a plurality of unit weights are stacked to reproduce the weight of the vehicle's powertrain, and the unit weights are arranged to be assembled or disassembled. In this way, the weight portion 400 can selectively change the weight to reproduce the weight of the powertrain.

[0047] More specifically, the weight portion 400 may have four holes formed therein, and four guide shafts 112 may be inserted into the four holes so that the left and right movement of the weight portion caused by resonance during the vertical movement of the weight portion is limited. Based on this structure, the weight portion 400 may increase in weight by adding more unit weights in a manner that allows the guide shafts 112 to pass through the four holes, respectively. Alternatively, the weight portion 400 may reduce in weight by removing some unit weights in the same manner.

[0048] Therefore, the weight portion 400 can effectively reproduce the weight of the powertrain. In addition, by forming a through hole in the central portion of the unit weight, the shaft 410 passes through the through hole and protrudes from the bottom of the weight portion 400 to be fastened at one end by a nut 412. Therefore, a plurality of unit weights are stacked together or collectively constitute the weight portion 400.

[0049] The vibration part 500 continuously provides vibration to the substrate 110 to vertically vibrate the weight part 400 using the main frame 100 , the first suspension jig 200 , and the second suspension jig 300 as a medium.

[0050] Preferably, the natural frequency of the suspension member 10 calculated based on the weight (or mass) of the weight part 400 and the characteristic values ​​(damping coefficient, spring constant) of the suspension member 10, that is, the natural frequency calculated by the following formula is used. The natural frequency is input together with a predetermined amplitude and an excitatory gradient sinusoidal wave, so that the vibration part 500 can generate vibration with a predetermined period.

[0051] [formula]

[0052]

[0053] For this reason, Figure 2 As shown, the impact fatigue testing device for powertrain suspension according to the present embodiment further includes a controller 600 .

[0054] The controller 600 may compare the impact load applied to the suspension member 10 with the input target load to selectively increase or decrease the amplitude of the vibration part 500 .

[0055] In other words, the controller 600 receives the load applied to the suspension member 10 in real time from the load sensor 210 attached to the first suspension fixture 200. The controller 600 compares the load with the previously input target load, and repeatedly vibrates the vibration part 500 until the load is consistent with the target load by increasing or decreasing the amplitude of the vibration part 500. In addition, the controller 600 reproduces the resonance with the corresponding amplitude, so that the impact fatigue test can be continuously performed.

[0056] Preferably, the impact fatigue testing device for powertrain suspension according to the embodiment includes a displacement meter 220 mounted to the guide support 120 and configured to evaluate the displacement of the counterweight part 400 in vertical movement. The controller 600 uses the displacement measurement value of the counterweight part 400 received from the displacement meter 220 to calculate the velocity and acceleration of the counterweight part 400 and output the velocity and acceleration. More specifically, using the displacement measurement value of the counterweight part 400 detected by the non-contact laser displacement meter 222 included in the displacement meter 220, the controller 600 analyzes the impact load applied to the suspension member 10 from the load sensor 210 and outputs the velocity and acceleration of the counterweight part 400.

[0057] In other words, in mechanical vibration, displacement is usually represented by amplitude, sine function, time and angular velocity (rad / s). The first derivative of displacement is velocity, and the second derivative of displacement is acceleration. When the suspension member 10 vibrates with the amplitude input to the controller 600, the controller 600 evaluates and analyzes the impact load on the suspension member 10 transmitted from the load sensor 210, the displacement measurement value transmitted from the displacement meter 220, and the velocity and acceleration obtained by differentiating the displacement measurement value to evaluate the impact fatigue resistance of the suspension member 10 vibrating with the input amplitude.

[0058] In this way, the controller 600 compares the load applied to the suspension member 10 with the input target load to selectively increase or decrease the amplitude of the vibration part 500 until the two loads are consistent with each other. When the two loads are consistent with each other, it means that the amplitude of the vibration part 500 corresponds to the amplitude generated when the maximum impact load is applied to the actual vehicle, and the vibration part 500 is controlled to vibrate continuously at this amplitude for impact fatigue testing. This is achieved by reproducing the same continuous impact load of 10Hz to 15Hz as the continuous impact load applied to the actual vehicle in the suspension member 10.

[0059] Therefore, in this embodiment, the impact resistance test for evaluating the impact resistance performance under rough road driving conditions, which can only be performed on an actual vehicle, can be performed by reproducing the test conditions in the impact fatigue test device. Therefore, this process reduces the development work time, realizes the optimal design of the suspension member 10, and effectively verifies the optimal design.

[0060] In the following, Figure 3 is a flow chart of a method for impact fatigue testing of a powertrain mount according to an embodiment of the present disclosure. Figure 4 shows a comparison between an impact load on an actual vehicle and an impact load reproduced in a target part in a method for impact fatigue testing of a powertrain mount according to an embodiment of the present disclosure; Figure 5Comparison between load values ​​and load occurrence numbers in 1 actual vehicle cycle and load values ​​and load occurrence numbers in 0.5 target part cycle in the method for impact fatigue testing of powertrain mount according to an embodiment of the present disclosure is shown.

[0061] like Figure 3 As shown, a method for impact fatigue testing of a powertrain mount according to an embodiment of the present disclosure is sequentially described as follows.

[0062] First, in step S100 , a target load on the suspension member 10 is input to the controller 600 .

[0063] More preferably, the target load may be set to a predetermined maximum impact load on an actual vehicle.

[0064] Thereafter, in step S200 , the weight (or mass) of the weight portion 400 , characteristic values ​​(damping coefficient, spring constant) of the suspension member 10 , an arbitrary excitation gradient, and an initial amplitude for generating vibration are input to the controller 600 .

[0065] In step S300 , the natural frequency of the suspension member 10 is calculated using the following formula based on the weight (or mass) of the weight part 400 and the characteristic value of the suspension member 10 .

[0066] [formula]

[0067]

[0068] In step S400 , the controller 600 controls the vibration part 500 to generate vibration with a predetermined period, the vibration having the amplitude and the excitation gradient sine wave input in step S200 and the calculated natural frequency of the suspension member 10 .

[0069] Thereafter, the controller 600 calculates and outputs the velocity and acceleration of the weight portion 400 using the displacement measurement value of the weight portion 400 received from the displacement meter 220. In step S500, the controller 600 analyzes the impact load applied to the suspension member 10 from the load sensor 210 and outputs the velocity and acceleration of the weight portion 400.

[0070] In other words, in mechanical vibration, displacement is usually represented by amplitude, sine function, time and angular velocity (rad / s). The first derivative of displacement is velocity, and the second derivative of displacement is acceleration. When the suspension member 10 vibrates with the amplitude input to the controller 600, the controller 600 evaluates and analyzes the impact load on the suspension member 10 transmitted from the load sensor 210, the displacement measurement value transmitted from the displacement meter 220, and the velocity and acceleration obtained by differentiating the displacement measurement value to evaluate the impact fatigue resistance of the suspension member 10 vibrating with the input amplitude.

[0071] In step S600, the controller 600 compares the impact load applied to the suspension member 10 with the target load input in step S100. The controller 600 selectively increases or decreases the amplitude of the vibration part 500 according to whether the two loads coincide with each other.

[0072] When it is determined that the load applied to the suspension member 10 is inconsistent with the input target load, the controller 600 increases or decreases the amplitude of the vibration part 500 by, for example, an increment of 1 mm in step S610.

[0073] More preferably, the amplitude of the vibration part 500 may be repeatedly increased or decreased, for example, three times or more, to generate vibration at the amplitude thus determined to re-perform the analysis.

[0074] When it is determined that the load applied to the suspension member 10 is consistent with the input target load, which means that the amplitude obtained from the above process corresponds to the amplitude generated when the maximum impact load is applied to the actual vehicle, the vibration part 500 is controlled to vibrate at the amplitude to perform the impact fatigue test in step S620. Therefore, the vibration part 500 reproduces the continuous impact load applied to the actual vehicle and provides it to the suspension member 10.

[0075] Regarding the above, Figure 4 The graph in part (a) of shows the waveform and impact load generated in an actual vehicle traveling on a rough road including continuous uneven areas with a resonance frequency of 12 Hz to 15 Hz and a maximum load of 3681 kgf. In contrast, Figure 4 The graph in part (b) of shows that the waveform and impact load generated in the embodiment have a resonance frequency of 10 Hz to 12 Hz and a maximum load of 3202 kgf, which are at the same level as those generated in an actual vehicle.

[0076] In other words, Figure 4 Part (a) is a graph of actual vehicle test data, which shows the change in load applied to the suspension over time during one cycle of an actual vehicle traveling on a washboard road with full load acceleration on a road surface. Figure 4Part (b) is a graph showing the result of simulating the load applied to the actual vehicle in the target part test device in which the load applied to the actual vehicle is realized under appropriate load application conditions.

[0077] The 3-second segment from about 37.5 seconds to 40.5 seconds in the actual vehicle data ( Figure 4 The dashed box in part (a) of FIG. 1 corresponds to one test cycle. The 3-second segment from 2 minutes 14.5 seconds to 2 minutes 17.5 seconds in the target test device data ( Figure 4 The dashed box in part (b) of FIG. 1 corresponds to a 3-second segment in the actual vehicle data, which corresponds to 0.5 test cycles. The 0.5 test cycle is based on one test cycle of the target test device (i.e., a 6-second segment from 2 minutes 14.5 seconds to 2 minutes 20.5 seconds from starting excitation, reaching the target load, and then reducing to no load).

[0078] Figure 5 The comparison of the load values ​​and load occurrences in 1 cycle of the actual vehicle and the load values ​​and load occurrences in 0.5 cycle of the target part is shown. The comparison is to check the mutual consistency between the actual vehicle load and the actual vehicle load simulated in the target part test device.

[0079] In the corresponding section, the load occurrence number is 45 for the actual vehicle and 43 for the target part, which shows that the occurrence number of a load of about 2000kgf or more (effective load as an impact load) is almost the same in the actual vehicle and the target part. Therefore, the impact load in 1 cycle of the actual vehicle is almost accurately reproduced in 0.5 cycle of the target part. In this sense, for a component with a target load of 10 cycles in the actual vehicle, an equivalent load can be obtained in 5 cycles in the target part.

[0080] Therefore, in this embodiment, the impact resistance test for evaluating the impact resistance performance under rough road driving conditions, which could previously only be performed on an actual vehicle, can be performed by reproducing the test conditions in an impact fatigue test device, thereby reducing the development work time, achieving the optimal design of the suspension component 10, and effectively verifying the optimal design.

[0081] As becomes apparent from the above description, the present disclosure provides the following effects.

[0082] According to the present disclosure, multiple conditions under which impact loads occur, as well as the mass and characteristic values ​​of the counterweight portion and suspension mounted to the impact fatigue test device, are input into the impact fatigue test device to excite the impact fatigue test device. The impact load on the suspension is compared with the set impact load on the target part to change the amplitude of the impact fatigue test device. When the impact load on the suspension is consistent with the impact load on the target part, the impact fatigue test is performed under the condition that the suspension vibrates with the corresponding amplitude. Therefore, an impact resistance test for evaluating the impact resistance performance under rough road driving conditions, which can only be performed on an actual vehicle, is performed in the impact fatigue test device by reproducing the actual vehicle test conditions in the test device.

[0083] In addition, according to the present disclosure, continuous impact loads of 10 Hz to 15 Hz achieved in actual vehicle testing can be reproduced in the impact fatigue test device. Therefore, the impact fatigue test performed by the test device was previously conventionally performed under driving conditions with high impact loads in a continuously uneven area.

[0084] In the above, the embodiments of the present disclosure have been described with reference to the accompanying drawings. However, it should be understood by those skilled in the art that various modifications can be made to the embodiments of the present disclosure, and all or part of the above embodiments can be selectively combined. Therefore, the true technical protection scope of the present disclosure should be determined by the technical concept of the attached claims.

Claims

1. An impact fatigue testing device for a powertrain suspension, the device comprising: a main frame including a guide support extending vertically from a base plate and a mounting plate coupled to the guide support; a first suspension fixture mounted to the mounting plate and configured to support an upper portion of the suspension member; a second suspension fixture mounted to a lower portion of the suspension member and configured to support the lower portion of the suspension member; a counterweight portion fixed to the second suspension fixture and configured to apply a load to the suspension member; and A vibration portion is configured to continuously provide vibration to the substrate to vibrate the weight portion using the main frame, the first suspension fixture, and the second suspension fixture as a medium. 2 . The apparatus according to claim 1 , further comprising a controller configured to compare the load applied to the suspension member with an input target load to selectively increase or decrease the amplitude of the vibration portion.

3. The device according to claim 2, wherein: The target load is input by setting it to the maximum impact load on an actual vehicle.

4. The device according to claim 2, wherein: The controller is further configured to calculate a natural frequency of the suspension member using a weight measurement value of the weight portion and a characteristic value of the suspension member to control the vibration portion to vibrate at the same frequency as the calculated natural frequency of the suspension member with an input amplitude.

5. The device according to claim 2, wherein: The controller is further configured to receive a load applied to the suspension member from a load sensor attached to the first suspension fixture in real time, and compare the load with an input target load.

6. The apparatus of claim 2, further comprising a displacement measurer mounted to the guide support and configured to assess the displacement of the counterweight portion during vertical movement.

7. The device according to claim 6, wherein: The controller is further configured to calculate a velocity and an acceleration of the counterweight portion using the displacement measurements of the counterweight portion received from the displacement meter, and output the velocity and the acceleration of the counterweight portion.

8. The device according to claim 1, wherein: The weight portion has a structure in which a plurality of unit weights are stacked, and the weight of the weight portion is selectively changed by assembling or disassembling the unit weights.

9. The device according to claim 1, wherein: The counterweight portion is coupled to the plurality of guide shafts by passing a plurality of guide shafts uprightly protruding from the base plate through corresponding holes of the counterweight portion, respectively, and the counterweight portion moves up and down along the guide shafts by vibration.

10. A method for impact fatigue testing of a powertrain mount, the method comprising: The first step is to input the target load of the suspension component into the controller; In a second step, the controller calculates the natural frequency of the suspension member using the weight measurement value of the weight portion and the characteristic value of the suspension member to control the vibration portion to vibrate at the same frequency as the calculated natural frequency of the suspension member with the input amplitude; The third step is to receive the load applied to the suspension member in real time through the controller to compare the load applied to the suspension member with the target load; as well as In a fourth step, when the load applied to the suspension member matches the target load, the vibration part is controlled to vibrate with a corresponding amplitude.

11. The method according to claim 10, wherein: The fourth step includes selectively increasing or decreasing the amplitude of the vibration part through the controller when the load applied to the suspension member does not coincide with the target load.

12. The method according to claim 10, wherein: The third step includes measuring the displacement of the counterweight portion in the vertical movement, using the displacement measurement to calculate the velocity and acceleration of the counterweight portion by the controller, and outputting the velocity and acceleration of the counterweight portion.

Images