A dynamic and static balance testing device for an automobile chassis

Abstract

The application belongs to the technical field of automobile detection, and particularly relates to a dynamic and static balance testing device for automobile chassis, which comprises a base, a first mounting plate arranged above the base, and a slope adjusting mechanism arranged between the outer wall of the base and the first mounting plate and used for adjusting the inclination angle of the chassis, so as to provide test conditions of the automobile chassis on an uphill, downhill or side slope; a power mechanism arranged on the top of the first mounting plate and used for simulating the driving state of the automobile chassis; a jolt mechanism arranged on the top of the first mounting plate and matched with the power mechanism, so as to provide test conditions of the automobile chassis on a bumpy road; and a second mounting plate arranged above the power mechanism. The application can simulate the driving state of the automobile chassis on roads with different slopes, bumps and different friction forces, so that the test result is closer to the actual driving condition, and the accuracy and comprehensiveness of the test are improved.

Description

Technical Field

[0001] This invention belongs to the field of automotive testing technology, specifically relating to a vehicle chassis dynamic and static balance testing device. Background Technology

[0002] The dynamic and static balance performance of a car chassis has a crucial impact on the vehicle's driving stability, safety, and comfort. Dynamic and static balance tests are required throughout the research, development, production, and after-sales maintenance of automobiles to ensure that the chassis's quality and performance meet requirements.

[0003] Problems with existing technology:

[0004] Existing automotive chassis testing devices often have limited functionality and cannot comprehensively simulate the various complex road conditions and operating conditions encountered by vehicles during actual driving, such as roads with different slopes, bumpy roads, and roads with different friction. This results in inaccurate and incomplete test results, failing to truly reflect the dynamic and static balance performance of the automotive chassis. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle chassis dynamic and static balance testing device that can simulate the driving state of a vehicle chassis under different slopes, bumpy roads, and roads with different friction, so that the test results are closer to the actual driving conditions and the accuracy and comprehensiveness of the test are improved.

[0006] The specific technical solution adopted by this invention is as follows:

[0007] A vehicle chassis dynamic and static balance testing device includes a base, a first mounting plate is provided on the top of the base, both sides of the first mounting plate are folded upward at 90 degrees, and a slope adjustment mechanism for adjusting the chassis tilt angle is provided between the outer wall of the base and the first mounting plate, for providing test conditions for the vehicle chassis under uphill, downhill or side slope conditions.

[0008] The top of the first mounting plate is provided with a power mechanism for simulating the driving state of a car chassis.

[0009] The top of the first mounting plate is provided with a bumping mechanism that cooperates with the power mechanism to provide test conditions for the vehicle chassis under bumpy conditions.

[0010] A second mounting plate is provided above the power mechanism, and road surface simulation mechanisms are provided at the four bottom corners of the second mounting plate to provide test conditions for the vehicle chassis under different friction forces.

[0011] The top of the first mounting plate is provided with four brackets, and one side of each bracket is provided with three rollers that can limit the movement of the outer tire;

[0012] The top of the second mounting plate is equipped with a detection mechanism for detecting the magnitude of force on different parts of the vehicle chassis.

[0013] The slope adjustment mechanism includes a first hydraulic cylinder that is inclined towards the center at each of the four corners of the top of the base. The outer walls of the base and the first mounting plate are provided with first ball sleeves. The output shaft and bottom end of the first hydraulic cylinder are fixed with first ball blocks that cooperate with the first ball sleeves. A second ball sleeve is provided at the bottom center of the first mounting plate. A second ball block is provided inside the second ball sleeve. A support rod that is fixed to the second ball block is fixed at the top of the base.

[0014] The power mechanism includes two first mounting ears fixed to one side of the top of the first mounting plate. A first rotating shaft is rotatably mounted through the outer walls of the two first mounting ears. Both ends of the first rotating shaft are fixed with drive rollers. A first motor is provided on the top of the first mounting plate. The output shaft of the first motor is connected to the first rotating shaft through a bevel gear set. A first mounting block is fixed to the other side of the top of the first mounting plate. Two first guide rods are provided on one side of the first mounting block. A guide groove is provided on one side of the first mounting block to be damped and slidably connected to the first guide rods. A second mounting block is provided between the other ends of the two first guide rods. A first spring is provided on the outer wall of the first guide rod and between the first and second mounting blocks. A second rotating shaft is rotatably mounted through the outer wall of the second mounting block. Both ends of the second rotating shaft are provided with driven rollers. A drive belt is provided between the driven rollers and the drive rollers. Second mounting ears are provided on the top of the first mounting plate and on both sides of the second mounting block. A limiting groove that mates with the second rotating shaft is provided through the outer wall of the second mounting ear.

[0015] The bumping mechanism includes a third mounting block disposed at the top center of a first mounting plate. First mounting shafts are rotatably mounted on both sides of the third mounting block. One end of each first mounting shaft is fixed to a rocker plate within a drive belt. Both ends of the rocker plate have protrusions that contact the inner side of the drive belt. Two support plates are fixed to the top of the first mounting plate and to one side of the third mounting block. A third rotating shaft is rotatably mounted between the outer walls of the two support plates. Turntables are fixed to both ends of the third rotating shaft. A first limiting slider is disposed on the outer wall of the turntable. Multiple second guide rods are disposed on the top of the first mounting plate. A first U-shaped plate is slidably mounted between the outer walls of the second guide rods. The first U-shaped plate is integrally formed from a longitudinal plate and two transverse plates. A first limiting groove is slidably opened through the outer walls of both transverse plates and is slidably connected to the first limiting slider. A belt drive mechanism connected to the first rotating shaft is disposed on the outer wall of the third rotating shaft.

[0016] A second hydraulic cylinder is fixed to one side of the third mounting block. A sliding plate is fixed to the output shaft of the second hydraulic cylinder. A second U-shaped rod slides up and down on one side of the sliding plate. A first sliding groove is formed on the outer wall of the second U-shaped rod. A first slider is fixed to the outer wall of the sliding plate and slidably connected to the first sliding groove. A second limiting slider is fixed to both bottom ends of the second U-shaped rod. A second limiting sliding groove is formed through the outer walls of both horizontal plates and slidably connected to the second limiting slider. A fixing plate is fixed to one side of the bottom of the rocker. A second sliding groove is formed through the outer wall of the fixing plate. A cylindrical slider is slidably arranged inside the second sliding groove. An adjusting rod fixed to the outer wall of the second U-shaped rod is fixed to one side of the cylindrical slider.

[0017] The road surface simulation mechanism includes a second mounting plate with support legs fixed at its four bottom corners. A third sliding groove is formed on one side of each support leg. A third slider is slidably mounted inside the third sliding groove with damping. A second spring, fixed to the top of the third slider and within the third sliding groove, is located on the top of the third slider. A first hub is located at one end of the second mounting shaft. An annular mating groove is formed on one side of the first hub. Multiple insertion rods are fixed circumferentially inside the annular mating groove. A second hub is located on one side of the first hub. One side of the second hub is inserted into the annular mating groove. An insertion groove for engaging the insertion rods is formed on one side of the second hub. Two first reinforcing frames are provided on the inner side of the first wheel hub, and a second reinforcing frame is provided at the inner edge of the second wheel hub. A third hydraulic cylinder connected to the second reinforcing frame is provided on one side of one of the first reinforcing frames. A second mounting shaft is rotatably mounted on one side of the third slider. The other end of the second mounting shaft is fixed to one of the first reinforcing frames. An inner tube is provided between the outer walls of the first wheel hub and the second wheel hub. The outer wall of the inner tube is wrapped with an outer tire. The two sides of the outer tire are fixedly connected to the outer walls of the first wheel hub and the second wheel hub, respectively. The outer tire is made of elastic rubber material. A locking mechanism for wheel hub locking is provided on one side of the first reinforcing frame.

[0018] The locking mechanism includes a second motor mounted on one side of the first reinforcing frame, an output shaft of the second motor fixed to a mounting plate, a locking block fixed on the outer wall of the mounting plate along the circumferential direction, and a plurality of third guide rods fixed on one side of the second reinforcing frame along the circumferential direction. One end of each third guide rod passes through the first reinforcing frame and has a plurality of slots equidistant from each other that cooperate with the locking blocks. The number of locking blocks and third guide rods is the same.

[0019] The detection mechanism includes a second mounting plate with a third mounting plate fixed to both sides of the top. A downward pressure tester is provided on the top of the third mounting plate. Clamping mechanisms for fixing the chassis are provided on both sides of the top of the downward pressure tester. Multiple telescopic rods are arranged horizontally and equidistantly on the top of the second mounting plate and between the two third mounting plates. A pressure detection head is provided on the top of the telescopic rods.

[0020] Electric slide rails are provided on both sides of the second mounting plate. Electric sliders are slidably provided on the top of the electric slide rails. A connecting plate is provided between the outer walls of the two electric sliders. Multiple fourth hydraulic cylinders are fixed longitudinally at equal intervals on the top of the connecting plate. The output shaft of the fourth hydraulic cylinder is fixed to the fourth mounting plate. Pressure rods are fixed on both sides of the bottom of the fourth mounting plate. An extrusion block is fixed at the bottom of the pressure rod below the connecting plate. A through hole is provided on the outer wall of the connecting plate to slidably connect with the pressure rod.

[0021] An air pump for inflating or deflating the inner tube is fixed on one side of the support leg and above the third slide groove. An installation ring rotatably connected to the second mounting shaft is fixed on one side of the third slide block. A groove is provided on one side of the installation ring. A sealing cover rotatably connected to the installation ring is fixed on the outer wall of the second mounting shaft. Two connecting pipes are connected through one side of the sealing cover. A hollow ring communicating with the connecting pipes is fixed on the outer wall of the second mounting shaft. The air port of the air pump is connected to the groove through a flexible air tube. The hollow ring is connected to the inner tube through a flexible air tube.

[0022] The technical effects achieved by this invention are as follows:

[0023] The present invention, through the cooperation of four first hydraulic cylinders, first ball sleeve, first ball block and second ball sleeve in the slope adjustment mechanism, can make the first mounting plate tilt upward, downward or sideways, which can simulate the force of the car chassis under different slope conditions such as uphill, downhill or side slope, and make the test results closer to various road conditions in actual driving.

[0024] The bumping mechanism uses the rotation of the first shaft to drive the turntable to rotate through the belt drive mechanism, which in turn causes the rocker to swing back and forth. In conjunction with the protrusion, the position of the drive belt that is in contact with the tire is raised up and down, simulating the driving state of the car chassis on a bumpy road. The swing amplitude of the rocker can be adjusted by the second hydraulic cylinder, thereby simulating the test road surface with large or small bumps, which is closer to the actual operating conditions.

[0025] The third hydraulic cylinder in the road surface simulation mechanism can adjust the distance between the second wheel hub and the first wheel hub, changing the contact area between the tire and the drive belt, thereby simulating the friction of different road surfaces such as muddy, rugged mountain roads, rainy days, and snowy days, providing more comprehensive conditions for the dynamic and static balance test of the car chassis under various road conditions.

[0026] This invention uses a pressure detection head at the top of the telescopic rod in the detection mechanism to accurately measure the deformation of the vehicle chassis under test and the pressure borne by each part during the load test, which facilitates a more accurate judgment of the chassis's load capacity. The pressure tester on the third mounting plate can accurately record the pressure data at the wheel mounting point. With the cooperation of electric slide rails, electric sliders and a fourth hydraulic cylinder, comprehensive pressure testing and deformation recording can be performed on all parts of the chassis.

[0027] In this invention, the belt drive mechanism in the bumping mechanism can provide power for the swing of the rocker through the power mechanism, thereby realizing the rational use of power, improving the energy-saving effect of the equipment, and reducing the energy consumption of the equipment. Attached Figure Description

[0028] Figure 1 This is a frontal three-dimensional structural schematic diagram of the present invention;

[0029] Figure 2 This is a side-view three-dimensional structural schematic diagram of the present invention;

[0030] Figure 3 This is a three-dimensional structural diagram of the power mechanism of the present invention;

[0031] Figure 4 This is a schematic diagram of the three-dimensional structure of the rocker of the present invention;

[0032] Figure 5 This is a three-dimensional structural diagram of the bumping mechanism of the present invention;

[0033] Figure 6 This is a cross-sectional three-dimensional structural diagram of the bumping mechanism of the present invention;

[0034] Figure 7 This is a three-dimensional structural diagram of the detection mechanism of the present invention;

[0035] Figure 8 This is a three-dimensional structural diagram of the road surface simulation mechanism of the present invention;

[0036] Figure 9 This is a three-dimensional structural diagram of the support leg of the present invention;

[0037] Figure 10 This is a three-dimensional structural diagram of the first wheel hub of the present invention;

[0038] Figure 11 This is a three-dimensional structural diagram of the second wheel hub of the present invention;

[0039] Figure 12 This is a three-dimensional structural diagram of the outer tire and inner tire of the present invention;

[0040] Figure 13 This is a schematic diagram of the mounting ring cross-section structure of the present invention.

[0041] The attached diagram lists the components represented by each number as follows:

[0042] 1. Base; 2. Slope adjustment mechanism; 21. First hydraulic cylinder; 22. First ball block; 23. First ball sleeve; 24. Support rod; 25. Second ball block; 26. Second ball sleeve; 3. First mounting plate; 4. Power mechanism; 41. First mounting ear; 42. First rotating shaft; 43. Drive roller; 44. Drive belt; 45. Second mounting ear; 46. Limiting groove; 47. Second rotating shaft; 48. Driven roller; 49. First mounting block; 410. First guide rod; 411. First spring; 412. Second mounting block; 413. First motor; 414. Bevel gear set; 5. Bumping mechanism; 51. Third mounting block; 52. First mounting shaft; 53. Rocker; 54. Protrusion; 55. Support plate; 56. Third rotating shaft; 57. Turntable; 58. First limiting slider; 59. Second guide rod; 510. First U-shaped plate; 511. First limiting slide groove; 512. Second limiting slide groove; 513. Second hydraulic cylinder; 514. Sliding plate; 515. Second U-shaped rod; 516. First slide groove; 517. Second limiting slider; 518. Adjusting rod; 51 9. Cylindrical slider; 520. Fixed plate; 521. Second slide groove; 6. Belt drive mechanism; 7. Road surface simulation mechanism; 71. Support leg; 72. Third slider; 73. Second spring; 74. Second mounting shaft; 75. First hub; 76. Second hub; 77. First reinforcing frame; 78. Second reinforcing frame; 79. Third hydraulic cylinder; 710. Outer tire; 711. Inner tire; 712. Annular docking groove; 713. Insertion rod; 714. Insertion groove; 8. Locking mechanism; 81. Third guide rod; 82. Slot; 83. 84. Second motor; 85. Mounting plate; 96. Clamping block; 97. Detection mechanism; 98. Third mounting plate; 99. Lower pressure tester; 90. Telescopic rod; 91. Pressure detection head; 92. Electric slide rail; 93. Electric slider; 94. Connecting plate; 95. Fourth hydraulic cylinder; 96. Fourth mounting plate; 97. Pressure rod; 98. Extrusion block; 99. Second mounting plate; 10. Clamping mechanism; 11. Bracket; 12. Roller; 13. Air pump; 14. Mounting ring; 15. Sealing cover; 16. Hollow ring; 17. Connecting pipe. Detailed Implementation

[0043] To make the objectives and advantages of this invention clearer, the invention will be specifically described below with reference to embodiments. It should be understood that the following text is merely used to describe one or more specific embodiments of the invention and does not strictly limit the scope of protection specifically claimed by the invention.

[0044] like Figures 1-2As shown, a vehicle chassis dynamic and static balance testing device includes a base 1, a first mounting plate 3 is disposed on the top of the base 1, both sides of the first mounting plate 3 are folded upward at 90 degrees, and a slope adjustment mechanism 2 for adjusting the chassis tilt angle is disposed between the outer walls of the base 1 and the first mounting plate 3, for providing test conditions for the vehicle chassis under uphill, downhill or side slope conditions; the slope adjustment mechanism 2 includes a first hydraulic cylinder 21 disposed at each of the four corners of the top of the base 1 and tilted towards the center, a first ball sleeve 23 disposed on the outer walls of the base 1 and the first mounting plate 3, a first ball block 22 that cooperates with the first ball sleeve 23 being fixed to the output shaft and bottom end of the first hydraulic cylinder 21, a second ball sleeve 26 disposed at the bottom center of the first mounting plate 3, a second ball block 25 disposed inside the second ball sleeve 26, and a support rod 24 fixed to the second ball block 25 being fixed to the top of the base 1.

[0045] According to the above structure, by setting up four first hydraulic cylinders 21, the extension and retraction of the first hydraulic cylinders 21, together with the first ball sleeve 23 and the first ball block 22, can drive the first mounting plate 3 to tilt upward, downward or sideways, simulating the stress on the car chassis at different slopes during the test.

[0046] like Figures 1-3 As shown, a power mechanism 4 for simulating the driving state of a car chassis is provided on the top of the first mounting plate 3; the power mechanism 4 includes two first mounting ears 41 fixed on one side of the top of the first mounting plate 3, and a first rotating shaft 42 is rotatably mounted through the outer walls of the two first mounting ears 41. Both ends of the first rotating shaft 42 are fixed with drive rollers 43. A first motor 413 is provided on the top of the first mounting plate 3, and the output shaft of the first motor 413 is connected to the first rotating shaft 42 via a bevel gear set 414. A first mounting block 49 is fixed on the other side of the top of the first mounting plate 3. Two first guide rods 410 are provided on one side of the first mounting block 49. A guide groove is provided for damping and sliding connection with the first guide rod 410. A second mounting block 412 is provided between the other ends of the two first guide rods 410. A first spring 411 is provided on the outer wall of the first guide rod 410 and between the first mounting block 49 and the second mounting block 412. A second rotating shaft 47 is rotatably mounted through the outer wall of the second mounting block 412. Both ends of the second rotating shaft 47 are provided with driven rollers 48. A drive belt 44 is provided between the driven rollers 48 and the driving roller 43. A second mounting ear 45 is provided on the top of the first mounting plate 3 and on both sides of the second mounting block 412. A limiting groove 46 that cooperates with the second rotating shaft 47 is provided through the outer wall of the second mounting ear 45.

[0047] According to the above structure, the first motor 413 is started, and the first motor 413 drives the first rotating shaft 42 to rotate through the bevel gear set 414. The first rotating shaft 42 drives the active roller 43, and the active roller 43 drives the drive belt 44 to rotate by cooperating with the driven roller 48. When the outer tire 710 contacts the drive belt 44, it can drive it to rotate, simulating the state of normal car driving. The first guide rod 410 and the first spring 411 are set up so that the driven roller 48 has a buffering effect when the drive belt 44 vibrates, and can always keep the drive belt 44 taut, which is convenient for normal use of the equipment.

[0048] like Figures 1-6 As shown, a bumping mechanism 5, which cooperates with the power mechanism 4, is provided on the top of the first mounting plate 3 to provide test conditions for the vehicle chassis under bumpy conditions. The bumping mechanism 5 includes a third mounting block 51 located in the middle of the top of the first mounting plate 3. First mounting shafts 52 are rotatably mounted on both sides of the third mounting block 51. One end of the first mounting shaft 52 is fixed to a rocker plate 53 inside the drive belt 44. Both ends of the rocker plate 53 are provided with protrusions 54 that contact the inner side of the drive belt 44. Two support plates 55 are fixed on the top of the first mounting plate 3 and on one side of the third mounting block 51. A third rotating shaft 56 is rotatably installed between the outer walls of the first mounting plate 3. A turntable 57 is fixed at both ends of the third rotating shaft 56. A first limiting slider 58 is provided on the outer wall of the turntable 57. A plurality of second guide rods 59 are provided on the top of the first mounting plate 3. A first U-shaped plate 510 is slidably installed between the outer walls of the second guide rods 59. The first U-shaped plate 510 is integrally formed by a longitudinal plate and two transverse plates. A first limiting groove 511 is provided through the outer walls of the two transverse plates and is slidably connected to the first limiting slider 58. A belt drive mechanism 6 connected to the first rotating shaft 42 is provided on the outer wall of the third rotating shaft 56.

[0049] A second hydraulic cylinder 513 is fixed to one side of the third mounting block 51. A sliding plate 514 is fixed to the output shaft of the second hydraulic cylinder 513. A second U-shaped rod 515 slides up and down on one side of the sliding plate 514. A first groove 516 is provided on the outer wall of the second U-shaped rod 515. A first slider is fixed to the outer wall of the sliding plate 514 and is slidably connected to the first groove 516. A second limiting slider 517 is fixed to both bottom ends of the second U-shaped rod 515. A second limiting groove 512 is provided through the outer wall of both horizontal plates and is slidably connected to the second limiting slider 517. A fixing plate 520 is fixed to one side of the bottom of the rocker 53. A second groove 521 is provided through the outer wall of the fixing plate 520. A cylindrical slider 519 is slidably arranged inside the second groove 521. An adjusting rod 518 fixed to the outer wall of the second U-shaped rod 515 is fixed to one side of the cylindrical slider 519.

[0050] According to the above structure, the first rotating shaft 42 rotates, which in turn drives the third rotating shaft 56 to rotate via the belt drive mechanism 6. The third rotating shaft 56 drives the turntable 57 to rotate, and the turntable 57 drives the first limiting slider 58 to rotate. The first limiting slider 58 cooperates with the first limiting groove 511, which drives the first U-shaped plate 510 to move up and down. The first U-shaped plate 510 drives the second U-shaped rod 515 to move up and down via the second limiting slider 517. The second U-shaped rod 515 moves up and down via the cylindrical slider 519 on the adjusting rod 518. The cylindrical slider 519 cooperates with the second groove 521, which drives the rocker 53 to swing back and forth. With the help of the protrusion 54, the drive belt 44 is lifted up and down at the position where it is in contact with the outer tire 710, simulating the bumpy road surface in the car chassis test. The second hydraulic cylinder 513 is activated, which pushes the sliding plate 510. 14. The sliding plate 514 pushes the second U-shaped rod 515 to move. The second U-shaped rod 515 drives the second limiting slider 517 to move within the second limiting groove 512, which in turn drives the cylindrical slider 519 on the adjusting rod 518 to move within the second groove 521. This adjusts the position of the cylindrical slider 519 at the rotating connection point in the middle of the rocker 53. The closer the rocker 519 is to the rotating connection point in the middle of the rocker 53, the greater the swing amplitude of the rocker 53, and vice versa. This simulates a test road surface with large or small bumps, more closely resembling actual operating conditions and providing more accurate and comprehensive test results. The cooperation between the first groove 516 and the first slider allows the second U-shaped rod 515 to move up and down normally, improving the completeness of the equipment. The belt drive mechanism 6 can provide power for the swing of the rocker 53 through the power mechanism 4, improving the energy-saving effect of the equipment.

[0051] like Figures 8-12As shown, a second mounting plate 10 is provided above the power mechanism 4. A road surface simulation mechanism 7 is provided at the four bottom corners of the second mounting plate 10 to provide test conditions for the vehicle chassis under different friction forces. The road surface simulation mechanism 7 includes support legs 71 fixed at the four bottom corners of the second mounting plate 10. A third sliding groove is provided on one side of the support leg 71. A third slider 72 is slidably mounted inside the third sliding groove with damping. A second spring 73 is fixed to the top of the third slider 72 and is fixed to the top of the third sliding groove. A second mounting shaft 74 is rotatably mounted on one side of the third slider 72. A first hub 75 is provided at one end of the second mounting shaft 74. An annular docking groove 712 is provided on one side of the first hub 75. Multiple insertion rods 713 are fixed circumferentially inside the annular docking groove 712. A second hub 76 is provided on one side of the first hub 75. One side of the second hub 76 is inserted into the annular docking groove 712. One side of the second hub 76 is provided with a docking groove 714 that mates with the docking rod 713. Two first reinforcing frames 77 are provided on the inner side of the first hub 75. A second reinforcing frame 78 is provided at the inner edge of the second hub 76. A third hydraulic cylinder 79 connected to the second reinforcing frame 78 is provided on one side of one of the first reinforcing frames 77. The other end of the second mounting shaft 74 is fixed to one of the first reinforcing frames 77. An inner tube 711 is provided between the outer walls of the first hub 75 and the second hub 76. An outer tire 710 is wrapped around the outer wall of the inner tube 711. The two sides of the outer tire 710 are fixedly connected to the outer walls of the first hub 75 and the second hub 76, respectively. The outer tire 710 is made of elastic rubber material. A locking mechanism 8 for hub locking is provided on one side of the first reinforcing frame 77.

[0052] According to the above structure, the third hydraulic cylinder 79 is activated. The third hydraulic cylinder 79 drives the second wheel hub 76 to move through the second reinforcing frame 78, and adjusts the distance between the second wheel hub 76 and the first wheel hub 75. The wheel hub width is adjusted as needed. The second wheel hub 76 drives the outer tire 710 to move to one side, stretching the outer tire 710 laterally and adjusting the contact area between the outer tire 710 and the drive belt 44. Increasing the contact area between the tire and the ground can simulate the friction of muddy and rugged mountain roads. Decreasing the contact area between the tire and the ground can simulate the friction of rainy and snowy days. The set plug rod 713 cooperates with the plug groove 714 to make the adjustment of the second wheel hub 76 relatively stable. The set first reinforcing frame 77 and second reinforcing frame 78 can effectively increase the strength of the first wheel hub 75 and the second wheel hub 76. The set third slider 72 slides with damping in the third slide groove, and cooperates with the second spring 73 to simulate the shock absorption system of a car.

[0053] The top of the first mounting plate 3 is provided with four brackets 12, and three rollers 13 that can limit the movement of the outer tire 710 are provided on one side of the brackets 12.

[0054] like Figure 1 , Figure 2 and Figure 7 As shown, the top of the second mounting plate 10 is provided with a detection mechanism 9 for detecting the force on different positions of the car chassis; the detection mechanism 9 includes a third mounting plate 91 fixed on both sides of the top of the second mounting plate 10, a downward pressure tester 92 on the top of the third mounting plate 91, and clamping mechanisms 11 for fixing the chassis on both sides of the top of the downward pressure tester 92. Multiple telescopic rods 93 are arranged horizontally and equidistantly on the top of the second mounting plate 10 and between the two third mounting plates 91, and pressure detection heads 94 are provided on the top of the telescopic rods 93.

[0055] An electric slider 96 is slidably mounted on the top of the electric slide rail 95. A connecting plate 97 is provided between the outer walls of two electric sliders 96. Multiple fourth hydraulic cylinders 98 are fixed longitudinally at equal intervals on the top of the connecting plate 97. A fourth mounting plate 99 is fixed to the output shaft of the fourth hydraulic cylinder 98. A pressure rod 910 is fixed on both sides of the bottom of the fourth mounting plate 99. An extrusion block 911 is fixed at the bottom of the pressure rod 910 below the connecting plate 97. A through hole is provided on the outer wall of the connecting plate 97 to slidably connect with the pressure rod 910.

[0056] According to the above structure, the top of the telescopic rod 93 is equipped with a pressure detection head 94, which can accurately measure the deformation of the chassis under test and the pressure on each part during the load test, so as to further judge the load capacity of the chassis. The pressure tester 92 installed on the third mounting plate 91 can accurately record the pressure data at the wheel mounting points when the chassis is under load test. Through the cooperation of the electric slide rail 95 and the electric slider 96, the third mounting plate 91 can be moved left and right, and the fourth hydraulic cylinder 98 is activated, which drives the pressure rod 910 on the fourth mounting plate 99 to move down. The pressure rod 910 applies pressure to the chassis below through the extrusion block 911, and then the pressure detection head 94 and the pressure tester 92 record the pressure data and deformation degree of each part of the chassis.

[0057] like Figure 11 As shown, the locking mechanism 8 includes a second motor 83 on one side of the first reinforcing frame 77, a mounting plate 84 fixed to the output shaft of the second motor 83, a locking block 85 fixed to the outer wall of the mounting plate 84 along the circumferential direction, and a plurality of third guide rods 81 fixed to one side of the second reinforcing frame 78 along the circumferential direction. One end of the third guide rod 81 passes through the first reinforcing frame 77 and has a plurality of slots 82 that cooperate with the locking block 85 at equal intervals. The number of locking blocks 85 and third guide rods 81 is the same.

[0058] According to the above structure, before adjusting the second hub 76, the second motor 83 is started to rotate forward. The second motor 83 drives the mounting plate 84 to rotate, and the mounting plate 84 drives the locking block 85 to rotate, so that the locking block 85 disengages from the slot 82, thereby removing the limitation on the second hub 76; this facilitates the subsequent movement and adjustment of the second hub 76. After the adjustment is completed, the second motor 83 is started to rotate in reverse, and the locking block 85 rotates, so that the locking block 85 is locked in the corresponding slot 82, limiting and fixing the third guide rod 81, thereby limiting and fixing the second hub 76.

[0059] like Figure 9 As shown, an air pump 14 for inflating and deflating the inner tube 711 is fixed on one side of the support leg 71 and above the third slide groove. An mounting ring 15 rotatably connected to the second mounting shaft 74 is fixed on one side of the third slider 72. A groove ring is provided on one side of the mounting ring 15. A sealing cover 16 rotatably connected to the mounting ring 15 is fixed on the outer wall of the second mounting shaft 74. Two connecting pipes 18 are connected through one side of the sealing cover 16. A hollow ring 17 communicating with the connecting pipes 18 is fixed on the outer wall of the second mounting shaft 74. The air port of the air pump 14 is connected to the groove ring through a flexible air tube. The hollow ring 17 is connected to the inner tube 711 through a flexible air tube.

[0060] Based on the above structure, when controlling the adjustment of the second wheel hub 76, the inner tube 711 is inflated or deflated by the air pump 14, so that the inner tube 711 is always in contact with the inside of the outer tire 710, which can be closer to the actual tire. The mounting ring 15 and the sealing cover 16 are connected in a sealed rotation, which prevents the tire rotation from affecting the inflation and deflation of the inner tube 711, so that the tire can also operate normally, improving the practicality of the equipment.

[0061] The working principle of this invention is as follows: When it is necessary to simulate different slopes, the extension and retraction of four first hydraulic cylinders 21 are controlled. For example, to simulate an uphill slope, the first hydraulic cylinders 21 at the front two corners can be extended, and the first hydraulic cylinders 21 at the rear two corners can be shortened. The first ball block 22 slides in the first ball sleeve 23, while the second ball block 25 rotates in the second ball sleeve 26. The support rod 24 plays a stabilizing role, thereby causing the front end of the first mounting plate 3 to tilt upward to form an uphill angle. Similarly, by using different combinations of the extension and retraction of the first hydraulic cylinders 21, the simulation of downhill slopes (the front two corners shorten and the rear two corners extend) and side slopes (the two corners on one side extend and the two corners on the other side shorten) can be achieved, providing a basic condition for testing the stress on the car chassis when driving on different slopes.

[0062] The power source of the power mechanism 4 is the first motor 413. After the first motor 413 is started, its output shaft drives the bevel gear set 414 to rotate. The bevel gear set 414 transmits power to the first rotating shaft 42, causing the first rotating shaft 42 to start rotating. Since the two ends of the first rotating shaft 42 are fixed with the driving roller 43, the driving roller 43 rotates synchronously with the first rotating shaft 42. The driving roller 43 and the driven roller 48 are connected by a drive belt 44. Under the drive of the driving roller 43, the drive belt 44 starts to rotate cyclically, thereby driving the driven roller 48 to rotate. When the outer tire 710 contacts the rotating drive belt 44, the friction of the drive belt 44 will drive the outer tire 710 to rotate, thereby simulating the rotation state of the wheel when the car is driving normally.

[0063] The bumpy road surface is simulated, and the bumping mechanism 5 is connected to the power mechanism 4 via a belt drive mechanism 6. When the first rotating shaft 42 in the power mechanism 4 rotates, the belt drive mechanism 6 transmits power to the third rotating shaft 56, causing the third rotating shaft 56 to rotate synchronously. Turntables 57 are fixed at both ends of the third rotating shaft 56, and the turntables 57 rotate together with the third rotating shaft 56. The first limiting slider 58 on its outer wall also makes a circular motion. The first limiting slider 58 slides in conjunction with the first limiting groove 511 on the outer wall of the two horizontal plates of the first U-shaped plate 510. When the first limiting slider 58 rotates, it slides in the first limiting groove 511, thereby driving the first U-shaped plate. 510 moves up and down on the second guide rod 59; the outer walls of the two horizontal plates of the first U-shaped plate 510 are provided with second limiting grooves 512, and the two bottom ends of the second U-shaped rod 515 are fixed with second limiting sliders 517, which slide in cooperation with the second limiting grooves 512; therefore, the up and down movement of the first U-shaped plate 510 will drive the second U-shaped rod 515 to move up and down through the second limiting sliders 517; the second U-shaped rod 515 is connected to the rocker plate 53 through the adjusting rod 518, and the cylindrical slider 519 at one end of the adjusting rod 518 slides in the second groove 521 of the bottom fixed plate 520 of the rocker plate 53; therefore, the first The up-and-down movement of the two U-shaped rods 515 causes the cylindrical slider 519 to slide within the second groove 521, driving the rocker 53 to reciprocate left and right about the first mounting shaft 52. Since the rocker 53 has protrusions 54 at both ends that contact the inner side of the drive belt 44, the rocker 53's movement causes the drive belt 44 to undulate at the point where it contacts the tire 710, thus simulating the vibration effect of a car chassis driving on a bumpy road. The second hydraulic cylinder 513 on one side of the third mounting block 51 is used to adjust the amplitude of the bumps. After the second hydraulic cylinder 513 is activated, its output shaft pushes the sliding plate 514 to move, and the sliding plate 514 drives the second U-shaped rod 525 to move. The movement of the second U-shaped rod 515 causes the second limiting slider 517 to move within the second limiting groove 512, and the cylindrical slider 519 on the adjusting rod 518 to move within the second groove 521. When the cylindrical slider 519 moves closer to the central rotating connection of the rocker 53, according to the lever principle, the swing amplitude of the rocker 53 will increase, simulating a large bumpy road surface. Conversely, when the cylindrical slider 519 moves away from the central rotating connection of the rocker 53, the swing amplitude of the rocker 53 will decrease, simulating a small bumpy road surface. In this way, different degrees of bumpy road conditions can be simulated according to actual test requirements, providing more comprehensive test conditions.

[0064] When simulating the friction of muddy or rugged mountain roads, the third hydraulic cylinder 79 can push the second wheel hub 76 outward to increase the contact area between the tire 710 and the drive belt 44; when simulating the friction of rainy or snowy roads, the third hydraulic cylinder 79 can pull the second wheel hub 76 inward to reduce the contact area between the tire 710 and the drive belt 44. In this way, the friction between the tire and the drive belt 44 can be changed to simulate the friction conditions under different road conditions.

[0065] During testing, the vehicle chassis is placed on the second mounting plate 10 and fixed to the top of the third mounting plate 91 by the clamping mechanism 11. During the test, the pressure detection head 94 at the top of the telescopic rod 93 contacts the vehicle chassis, which can measure the deformation of the chassis and the pressure on each part in real time during the load test. At the same time, the downward pressure tester 92 at the top of the third mounting plate 91 can record the pressure data at the chassis wheel mounting points. This data provides basic information for evaluating the load capacity of the chassis.

[0066] The electric slide rail 95 and the electric slider 96 are used to adjust the detection position. By controlling the electric slide rail 95, the electric slider 96 slides left and right on its top, thereby driving the connecting plate 97 and the third mounting plate 91 connected to the connecting plate 97 to move, changing the position of the pressure detection head 94 and the lower pressure tester 92 under the chassis, so as to realize the detection of different parts of the chassis.

[0067] When additional pressure needs to be applied to the chassis, the fourth hydraulic cylinder 98 is activated; the output shaft of the fourth hydraulic cylinder 98 drives the fourth mounting plate 99 to move downward, and the pressure rods 910 on both sides of the bottom of the fourth mounting plate 99 move downward accordingly; the pressure rods 910 pass through the through holes of the connecting plate 97, and the extrusion blocks 911 at their bottom apply pressure to the car chassis below; during the pressure application process, the pressure detection head 94 and the lower pressure tester 92 continuously record the pressure data and deformation degree of various parts of the chassis. By analyzing these data, the dynamic and static balance performance and load capacity of the car chassis under different load conditions can be comprehensively evaluated.

[0068] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention. Structures, devices, and operating methods not specifically described or explained in this invention are implemented according to conventional methods in the art unless otherwise specified or limited.

Claims

1. A dynamic and static balance testing device for automobile chassis, comprising a base (1), characterized in that: The upper part of the base (1) is provided with a first mounting plate (3), both sides of the first mounting plate (3) are folded upward by 90 degrees, the outer wall between the base (1) and the first mounting plate (3) is provided with a slope adjusting mechanism (2) for adjusting the inclination angle of the chassis, so as to provide the test conditions of the automobile chassis on the uphill, downhill or side slope; The top of the first mounting plate (3) is provided with a power mechanism (4) for simulating the driving state of the automobile chassis; The top of the first mounting plate (3) is provided with a jolt mechanism (5) matched with the power mechanism (4), which is used for providing the test conditions of the automobile chassis in the jolt condition; The jolt mechanism (5) comprises a third mounting block (51) provided in the middle of the top of the first mounting plate (3), first mounting shafts (52) are rotatably mounted on both sides of the third mounting block (51), a flap (53) is fixed to one end of the first mounting shaft (52) in the driving belt (44), protruding blocks (54) are arranged at both ends of the flap (53) and contact the inner side of the driving belt (44), two support plates (55) are fixed to the top of the first mounting plate (3) and located on one side of the third mounting block (51), a third rotating shaft (56) is rotatably arranged between the outer walls of the two support plates (55), rotating discs (57) are fixed to both ends of the third rotating shaft (56), first limiting sliding blocks (58) are arranged on the outer wall of the rotating disc (57), a plurality of second guide rods (59) are arranged on the top of the first mounting plate (3), a first U-shaped plate (510) is slidably arranged between the outer walls of the second guide rods (59), the first U-shaped plate (510) is integrally formed by a vertical plate and two horizontal plates, first limiting sliding grooves (511) are formed in the outer walls of the two horizontal plates and slidably connected with the first limiting sliding blocks (58), and a belt transmission mechanism (6) connected with the first rotating shaft (42) is arranged on the outer wall of the third rotating shaft (56); A second hydraulic cylinder (513) is fixed on one side of the third mounting block (51), a sliding plate (514) is fixed to the output shaft of the second hydraulic cylinder (513), a second U-shaped rod (515) is slidably arranged on one side of the sliding plate (514), a first sliding groove (516) is formed in the outer wall of the second U-shaped rod (515), a first sliding block slidably connected with the first sliding groove (516) is fixed to the outer wall of the sliding plate (514), second limiting sliding blocks (517) are fixed to both bottom ends of the second U-shaped rod (515), second limiting sliding grooves (512) are formed in the outer walls of the two horizontal plates and slidably connected with the second limiting sliding blocks (517), a fixed plate (520) is fixed to one side of the bottom of the flap (53), a second sliding groove (521) is formed in the outer wall of the fixed plate (520), a cylindrical sliding block (519) is slidably arranged in the second sliding groove (521), and an adjusting rod (518) fixed to the outer wall of the second U-shaped rod (515) is fixed to one side of the cylindrical sliding block (519). The up and down movement of the second U-shaped rod (515) will drive the flap (53) to swing back and forth left and right with the first mounting shaft (52) as the axis through the sliding of the cylindrical slider (519) in the second sliding groove (521); Because the flap (53) is provided with a protruding block (54) in contact with the inner side of the drive belt (44) at both ends, the swing of the flap (53) will make the position contacted by the drive belt (44) by the outer tire (710) up and down; The second hydraulic cylinder (513) is started, the second hydraulic cylinder (513) drives the sliding plate (514) to move, the sliding plate (514) drives the second U-shaped rod (515) to move, the second U-shaped rod (515) drives the second limiting sliding block (517) to move in the second limiting sliding groove (512), drives the cylindrical slider (519) on the adjusting rod (518) to move in the second sliding groove (521), and adjusts the position of the cylindrical slider (519) and the middle rotating connection of the flap (53); The upper side of the power mechanism (4) is provided with a second mounting plate (10), and the bottom corners of the second mounting plate (10) are provided with a road surface simulation mechanism (7) for providing test conditions of the automobile chassis under different friction forces; The top of the first mounting plate (3) is provided with four supports (12), and one side of the support (12) is provided with three rollers (13) for limiting the outer tire (710); The top of the second mounting plate (10) is provided with a detection mechanism (9) for detecting the force of different positions of the automobile chassis.

2. The dynamic and static balance testing device for automobile chassis according to claim 1, characterized in that: The slope adjusting mechanism (2) comprises a first hydraulic cylinder (21) inclined to the middle at the top of each corner of the base (1), a first ball sleeve (23) arranged on the outer wall of the base (1) and the first mounting plate (3), a first ball block (22) fixed to the output shaft and the bottom end of the first hydraulic cylinder (21), a second ball sleeve (26) arranged at the bottom center of the first mounting plate (3), a second ball block (25) arranged in the second ball sleeve (26), and a support rod (24) fixed to the second ball block (25) and fixed to the top of the base (1).

3. The dynamic and static balance testing device for automobile chassis according to claim 1, characterized in that: Said power mechanism (4) includes two first mounting ears (41) fixed on the top side of the first mounting plate (3), a first rotating shaft (42) is rotatably installed between the outer walls of the two first mounting ears (41), the both ends of the first rotating shaft (42) are fixedly connected with driving rollers (43), the top of the first mounting plate (3) is provided with a first motor (413), the output shaft of the first motor (413) is connected with the first rotating shaft (42) through a bevel gear set (414), the other side of the top of the first mounting plate (3) is fixedly connected with a first mounting block (49), the side of the first mounting block (49) is provided with two first guide rods (410), the side of the first mounting block (49) is provided with guide grooves in damper sliding connection with the first guide rods (410), a second mounting block (412) is arranged between the other ends of the two first guide rods (410), the outer wall of the first guide rod (410) and between the first mounting block (49) and the second mounting block (412) is provided with a first spring (411), the outer wall of the second mounting block (412) is rotatably installed with a second rotating shaft (47), the both ends of the second rotating shaft (47) are provided with driven rollers (48), the driven rollers (48) and the driving rollers (43) are provided with a driving belt (44), the top of the first mounting plate (3) and on both sides of the second mounting block (412) are provided with second mounting ears (45), the outer wall of the second mounting ear (45) is provided with limiting grooves (46) in cooperation with the second rotating shaft (47).

4. The dynamic and static balance testing device for automobile chassis according to claim 1, characterized in that: The road surface simulation mechanism (7) includes a support leg (71) fixed to the bottom of the second mounting plate (10) at four corners, a third sliding groove is formed on one side of the support leg (71), a third sliding block (72) is movably arranged in the third sliding groove in a damping mode, a second spring (73) is arranged on the top of the third sliding block (72) and fixed to the inner top of the third sliding groove, a second mounting shaft (74) is rotatably arranged on one side of the third sliding block (72), a first hub (75) is arranged at one end of the second mounting shaft (74), an annular butt joint groove (712) is formed on one side of the first hub (75), a plurality of insertion rods (713) are fixed in the annular butt joint groove (712) in a circumferential direction, a second hub (76) is arranged on one side of the first hub (75), the second hub (76) is inserted into the annular butt joint groove (712), an insertion groove (714) matched with the insertion rod (713) is formed on one side of the second hub (76), two first reinforcing frames (77) are arranged on the inner side of the first hub (75), a second reinforcing frame (78) is arranged at the inner side edge of the second hub (76), one side of one of the first reinforcing frames (77) is provided with a third hydraulic cylinder (79) connected with the second reinforcing frame (78), the other end of the second mounting shaft (74) is fixed with one of the first reinforcing frames (77), an inner tire (711) is arranged between the outer walls of the first hub (75) and the second hub (76), an outer tire (710) is wrapped on the outer wall of the inner tire (711), the outer tire (710) is fixedly connected with the outer walls of the first hub (75) and the second hub (76), the outer tire (710) is made of rubber material with elasticity, and a locking mechanism (8) is arranged on one side of the first reinforcing frame (77).

5. The dynamic and static balance testing device for vehicle chassis according to claim 4, characterized in that: The locking mechanism (8) includes a second motor (83) arranged on one side of the first reinforcing frame (77), an installation disc (84) is fixed to the output shaft of the second motor (83), a clamping block (85) is fixed to the outer wall of the installation disc (84) in a circumferential direction, a plurality of third guide rods (81) are fixed to one side of the second reinforcing frame (78) in a circumferential direction, a plurality of clamping grooves (82) matched with the clamping block (85) are equidistantly formed in the first reinforcing frame (77) at one end of the third guide rod (81), and the number of the clamping blocks (85) and the third guide rods (81) is the same.

6. The dynamic and static balance testing device for automobile chassis according to claim 1, characterized in that: The detection mechanism (9) includes a third mounting plate (91) fixed to the top of the second mounting plate (10) on both sides, a down pressure tester (92) is arranged on the top of the third mounting plate (91), a clamping mechanism (11) for fixing the chassis is arranged on both sides of the top of the down pressure tester (92), a plurality of telescopic rods (93) are horizontally and equidistantly arranged on the top of the second mounting plate (10) between the two third mounting plates (91), and a pressure detection head (94) is arranged on the top of the telescopic rod (93).

7. The dynamic and static balance testing device for automobile chassis according to claim 1, characterized in that: Two sides of the second mounting plate (10) are provided with electric sliding rails (95), the top of the electric sliding rails (95) is slidably provided with electric sliding blocks (96), the outer walls of the two electric sliding blocks (96) are provided with a connecting plate (97), the top of the connecting plate (97) is longitudinally and equidistantly fixed with a plurality of fourth hydraulic cylinders (98), the output shaft of the fourth hydraulic cylinder (98) is fixed with a fourth mounting plate (99), the bottom of the fourth mounting plate (99) is fixed with pressure rods (910) on both sides, the bottom of the pressure rod (910) is fixed with an extrusion block (911) below the connecting plate (97), and the outer wall of the connecting plate (97) is provided with a through hole which is slidably connected with the pressure rod (910).

8. The dynamic and static balance testing device for vehicle chassis according to claim 4, characterized in that: One side of the supporting leg (71) and above the third sliding groove is fixed with an air pump (14) for inflating and deflating the inner tube (711), one side of the third sliding block (72) is fixed with a mounting ring (15) which is rotatably connected with the second mounting shaft (74), one side of the mounting ring (15) is provided with a groove ring, the outer wall of the second mounting shaft (74) is fixed with a sealing cover (16) which is sealingly and rotatably connected with the mounting ring (15), one side of the sealing cover (16) is throughly connected with two connecting pipes (18), the outer wall of the second mounting shaft (74) is fixed with a hollow ring (17) which is communicated with the connecting pipe (18), the air inlet of the air pump (14) is communicated with the groove ring through a flexible air pipe, and the hollow ring (17) is communicated with the inner tube (711) through a flexible air pipe.

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