Chassis assembly testing device

Abstract

The present application relates to the technical field of vehicle chassis, in particular to a kind of chassis assembly testing device.It includes positioning unit, testing tool, loading unit.Positioning unit is used to fix chassis assembly.Testing tool contains connecting disc, first to third tool: connecting disc simulates wheel axle, and is connected with steering knuckle;The first end of the first force link of the first tool is connected with the connecting disc, and the other end extends along the first direction perpendicular to its axis;The first end of the second force link of the second tool is connected with the connecting disc, and the other end extends along the second direction perpendicular to the axis and intersecting with the first direction;The third tool's wheel disc simulates wheel diameter, and is coaxially fixed with the connecting disc, the central angle is at least 180 °, and the projection covers at least below the axis of connecting disc.Loading unit contains first to third loading part, and loading force is applied to the bottom end of connecting disc or wheel disc by corresponding tool.In this way, the problem of low efficiency of strength and durability test of each connecting part of chassis assembly is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle chassis, in particular to a chassis assembly testing device. BACKGROUND

[0002] As the core bearing component of a vehicle, the chassis assembly contains a large number of parts, and the assembly and function transmission of each part are realized through a plurality of key connection parts, so it is necessary to test the durability of these connection parts to ensure the reliability and safety of the chassis assembly. At present, each connection part needs to be tested separately, and the key connection parts mainly include the connection parts of the subframe and the swing arm, the connection parts of the swing arm and the suspension, and the connection parts of the suspension and the shock absorber. For each connection part, a suitable test tooling is separately built for testing.

[0003] Since the chassis assembly contains a plurality of connection parts to be tested, and the testing of each connection part needs to be carried out separately. This results in a prolonged testing period, which makes the overall testing efficiency unable to meet the testing progress requirements of the mass production of the chassis assembly. The core problem is that the independence and repetitive operation of the testing process of each connection part occupy a large amount of time, and the integration and efficiency of the testing process cannot be realized. SUMMARY

[0004] To solve the problem of low efficiency of strength and durability testing of each connection part of the chassis assembly, the present application provides a chassis assembly testing device, which comprises:

[0005] A positioning unit for fixing the chassis assembly; the chassis assembly comprises a subframe, a swing arm, a steering knuckle and a shock absorber connected in sequence;

[0006] A test tooling, which comprises a connecting disc, a first tooling, a second tooling and a third tooling; the connecting disc simulates the axle of the wheel matched with the chassis assembly; the connecting disc is detachably connected with the steering knuckle of the chassis assembly; the first tooling comprises a first force transmission rod; one end of the first force transmission rod is fixedly connected with the connecting disc, and the other end extends in a first direction; the first direction is perpendicular to the axis of the connecting disc; the second tooling comprises a second force transmission rod; one end of the second force transmission rod is fixedly connected with the connecting disc, and the other end extends in a second direction; the first direction intersects with the second direction; the second direction is perpendicular to the axis of the connecting disc; the third tooling comprises a wheel disc; the diameter of the wheel disc simulates the diameter of the wheel; the wheel disc is coaxial with the connecting disc and is fixedly connected; the central angle of the wheel disc is at least 180°; the projection of the wheel disc along its axial direction covers at least the area below the axis of the connecting disc;

[0007] The loading unit comprises a first loading part, a second loading part and a third loading part; the first loading part is used to apply a first loading force along the first direction to the connecting disc through the first force transmission rod; the second loading part is used to apply a second loading force along the second direction to the connecting disc through the second force transmission rod; and the third loading part is used to apply a third loading force along a third direction to the bottom end of the wheel disc; and the third direction is parallel to the axis of the wheel disc.

[0008] In some embodiments, the test tool is provided with two groups; the swing arm, the knuckle and the shock absorber are respectively provided with two groups; the test tool corresponds to the knuckle one by one; the third loading part is provided with two; and the third loading part is connected to the wheel disc one by one.

[0009] In some embodiments, the central angle of the wheel disc is 180°-200°; a first projection plane is perpendicular to the axis of the connecting disc; the first direction has a first included angle with the horizontal direction in the first projection plane; the first included angle is α1; 0°<α1≤90°; the second direction has a second included angle with the horizontal direction in the first projection plane; the second included angle is α2; 0°≤α2<90°; and the first direction is perpendicular to the second direction.

[0010] In some embodiments, the second included angle is less than 45°; the second loading part is provided with two; and the second loading part is connected to the second tool one by one.

[0011] In some embodiments, the first included angle is greater than the second included angle; the test tool further comprises a crossbar; the crossbar is connected between the first force transmission rods of the two groups of test tools; and the first loading part is connected to the crossbar.

[0012] In some embodiments, the farthest distance of the first force transmission rod to the axis of the connecting disc is less than the radius of the wheel disc; and the farthest distance of the second force transmission rod to the axis of the connecting disc is less than the radius of the wheel disc.

[0013] In some embodiments, the first included angle is greater than 45°.

[0014] In some embodiments, the central angle of the wheel disc is 360°; the farthest distance of the first force transmission rod to the axis of the connecting disc is greater than the radius of the wheel disc; and the farthest distance of the second force transmission rod to the axis of the connecting disc is greater than the radius of the wheel disc.

[0015] In some embodiments, the included angle between the axis of the connecting disc and the horizontal direction is greater than 0°.

[0016] In some embodiments, the third tooling further comprises a force transmission shaft; the force transmission shaft is fixedly connected between the connecting disc and the wheel disc; the wheel disc and the first force transmission rod have a spacing therebetween; the spacing between the first force transmission rod and the wheel disc gradually increases in a vertically upward direction.

[0017] To solve the problem of low efficiency of strength and durability test of each connecting part of the chassis assembly, the present application has the following advantages:

[0018] The positioning unit is used to fix the chassis assembly as a whole, and then the first direction and the second direction intersecting with each other in the extending direction of the first force transmission rod and the second force transmission rod on the connecting disc are formed. When the loading unit loads the connecting disc through the first force transmission rod and the second force transmission rod, the loading force along the first direction and the second direction is formed. The resultant force of the loading force along the first direction and the second direction is used to simulate the complex force that the wheel receives in the actual working condition, such as the driving force of the vehicle engine on the hub, the gravity of the vehicle body, and the vertical jumping force of the obstacle in the driving process. The third direction loading force is used to simulate the lateral force parallel to the wheel axis direction that the ground exerts on the wheel. Through the design of the central angle of the wheel disc, the transmission influence of the spoke and the rim on the lateral force of the wheel axis direction can be reflected as much as possible, and the first direction and the second direction can be designed according to actual needs, so that various loading test implementation schemes can be achieved, and the selectability of the test device is improved. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 A schematic view of a chassis assembly test device and a chassis assembly assembly of embodiment one is shown;

[0020] Figure 2 A front view of a chassis assembly test device and a chassis assembly assembly of embodiment one is shown; Figure 1

[0021] A side view of a chassis assembly test device and a chassis assembly assembly of embodiment one is shown; Figure 3 Figure 1 A top view of a chassis assembly test device and a chassis assembly assembly of embodiment one is shown;

[0022] Figure 4 Figure 1 A schematic view of a chassis assembly test device and a chassis assembly assembly of embodiment two is shown;

[0023] Figure 5 A front view of a chassis assembly test device and a chassis assembly assembly of embodiment two is shown;

[0024] Figure 6 A side view of a chassis assembly test device and a chassis assembly assembly of embodiment two is shown; Figure 5

[0025] A top view of a chassis assembly test device and a chassis assembly assembly of embodiment two is shown; Figure 7 ​​One of the chassis assembly test devices and test diagrams of the chassis assembly shown in Figure 5 One of the chassis assembly test devices and test diagrams of the chassis assembly shown in

[0026] Reference signs: positioning unit 10; chassis assembly 20; subframe 21; swing arm 22; steering knuckle 23; shock absorber 24; test tool 30; connecting disc 31; first tool 32; first force transmission rod 321; first connecting part 322; second tool 33; second force transmission rod 331; second connecting part 332; third tool 34; wheel disc 341; force transmission shaft 342; third connecting part 343; crossbar 35. DETAILED DESCRIPTION

[0027] The present disclosure will now be discussed with reference to several example embodiments. It should be appreciated that these embodiments are discussed only to better illustrate the present disclosure and are not intended to limit the scope of the present disclosure in any way.

[0028] As used herein, the term "includes" and its variants are to be read as open-ended terms that mean "including, but not limited to." The term "based on" is to be construed as "based at least in part on." The terms "one embodiment" and "an embodiment" are to be read as "at least one embodiment." The term "another embodiment" is to be read as "at least one other embodiment." The terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," "longitudinal," and similar terms are used for orientation or positional relationships based on the orientation or position as shown in the drawings. These terms are used merely for purposes of description and are not intended to limit the indicated device, element, or component to a particular position, orientation, or configuration, unless otherwise indicated by the specific context. Also, these terms are used in conjunction with the terms "coupled" and "connected" to describe the position, orientation, and connection of a device, element, or component relative to another device, element, or component. Any of these terms can be used to indicate that two devices, elements, or components are in some way physically or logically connected or coupled together, but does not necessarily imply a direct physical or logical connection or coupling together. Unless otherwise indicated, the terms "coupled" and "connected" are to be construed as partial or total connections. Also, the terms "first," "second," and the like can be used herein to describe various elements, but do not necessarily have an ordinal, sequential, or chronological significance. Unless otherwise indicated, the term "a plurality" means two or more.

[0029] The chassis assembly is the core bearing component of the vehicle, which contains a large number of parts, and each part is assembled and functions through a plurality of key connection parts. Therefore, the durability of these connection parts needs to be tested to ensure the reliability and safety of the chassis assembly. At present, each connection part needs to be tested separately, and the key connection parts mainly include the connection parts of the subframe and the swing arm, the connection parts of the swing arm and the suspension, and the connection parts of the suspension and the shock absorber. For each connection part, a suitable test tool is built separately for testing. Since the chassis assembly contains a plurality of connection parts to be tested, and each connection part needs to be tested separately, the test period is prolonged, and the overall test efficiency cannot meet the test progress requirements of the mass production of the chassis assembly. The core problem is that the independence and repetitive operation of the test process of each connection part occupy a large amount of time, and the integration and efficiency of the test process cannot be realized.

[0030] In the embodiment, in order to solve the above problems, the application provides a chassis assembly 20 testing device, as shown in Figures 1-7 The chassis assembly 20 testing device comprises a positioning unit 10, a testing tool 30 and a loading unit.

[0031] The positioning unit 10 is used for fixing the chassis assembly 20, realizing overall stable limiting of the chassis assembly 20, and avoiding displacement of the chassis assembly 20 in the testing process to cause deviation of testing data. As shown in Figure 4 、 Figure 7 The chassis assembly 20 comprises a subframe 21, a swing arm 22, a steering knuckle 23 and a shock absorber 24 connected in sequence.

[0032] The testing tool 30 comprises a connecting disc 31, a first tool 32, a second tool 33 and a third tool 34. The connecting disc 31 simulates an axle of a wheel matched with the chassis assembly 20. The connecting disc 31 is detachably connected with the steering knuckle 23 of the chassis assembly 20, which can realize adaptation of the testing tool 30 with different specifications of the steering knuckle 23, reduce tool replacement cost, and at the same time ensure consistency of the testing scene with the actual assembly scene of the chassis assembly 20. As shown in Figure 5As shown, the first tooling 32 includes a first force transmission rod 321. One end of the first force transmission rod 321 is fixedly connected with the connecting disc 31, and the other end extends in a first direction perpendicular to the axis of the connecting disc 31. The second tooling 33 includes a second force transmission rod 331. One end of the second force transmission rod 331 is fixedly connected with the connecting disc 31, and the other end extends in a second direction. The first direction intersects the second direction, and the second direction is perpendicular to the axis of the connecting disc 31. The intersecting force transmission paths provide structural support for the resultant force of the forces applied by the subsequent loading units, thereby simulating the complex forces under actual working conditions of the vehicle wheel. The third tooling 34 includes a wheel disc 341, the diameter of the wheel disc 341 simulating the diameter of the vehicle wheel, the wheel disc 341 being coaxial with and fixedly connected with the connecting disc 31, the wheel disc 341 having a central angle of at least 180°, and the projection of the wheel disc 341 along its own axial direction covering at least the area below the axis of the connecting disc 31. Through the design of the wheel disc 341, the actual structure of the vehicle wheel is simulated, and at the same time, stable force application by the third loading unit is ensured, while the transmission influence of the spokes and the rim on the axial and lateral forces of the vehicle wheel is reflected as much as possible, thereby improving the closeness to the actual working conditions. The loading unit includes a first loading unit, a second loading unit, and a third loading unit. The first loading unit is connected with the end of the first force transmission rod 321 away from the connecting disc 31. The second loading unit is connected with the end of the second force transmission rod 331 away from the connecting disc 31. The third loading unit is connected with the bottom of the wheel disc 341. The first loading unit is configured to apply a first loading force in the first direction to the connecting disc 31 through the first force transmission rod 321. The second loading unit is configured to apply a second loading force in the second direction to the connecting disc 31 through the second force transmission rod 331. The resultant force of the first loading force and the second loading force can simulate the complex forces under actual working conditions of the vehicle wheel, such as the driving force of the vehicle engine on the hub, the gravity of the vehicle body, and the vertical jumping force of the vehicle during the process of hitting obstacles, thereby solving the problem that a single loading force cannot restore the actual force field. The third loading unit is configured to apply a third loading force in a third direction to the bottom end of the wheel disc 341, the third direction being parallel to the axis of the wheel disc 341. The lateral force parallel to the axial direction of the vehicle wheel exerted by the ground can be simulated, and comprehensive simulation of the multi-directional force of the vehicle wheel is achieved; at the same time, the first direction and the second direction can be designed according to actual needs, and various implementable schemes of loading tests can be achieved, thereby improving the selectability of the testing device, providing flexible adaptation capability for the durability strength test of the chassis assembly 20 under different working conditions, and further solving the problem of low efficiency caused by separate testing of each connecting part in the prior art. In other embodiments, the end of the first force transmission rod 321 away from the wheel disc 341 has a first connecting portion 322, and the first loading unit is connected with the first force transmission rod 321 through the first connecting portion 322. The end of the second force transmission rod 331 away from the wheel disc 341 has a second connecting portion 332, and the second loading unit is connected with the second force transmission rod 331 through the second connecting portion 332. The end of the third loading unit away from the wheel disc 341 has a third connecting portion 343, and the third loading unit is connected through the third connecting portion 343.

[0033] Further, as shown in Figure 4 , Figure 6 , the test tool 30 is provided with two groups. The swing arm 22, the knuckle 23 and the shock absorber 24 are respectively provided with two groups. The test tool 30 corresponds to the knuckle 23 one by one, which can realize synchronous testing of the components symmetrically distributed on both sides of the chassis assembly 20, without the need to test the unilateral components twice separately, thereby improving the testing efficiency. The third loading part is provided with two, and the third loading part is connected with the wheel disc 341 one by one, which can ensure that the third loading force received by the wheel disc 341 simulates the working condition that the two sides of the vehicle form a heavy wheel and receive the lateral force of the ground, avoids the limitation that unilateral testing cannot reflect the force coordination of both sides of the chassis assembly 20, and is more close to the actual use of the vehicle in the test scene, thereby improving the accuracy and comprehensiveness of the test results.

[0034] Further, as shown in Figure 5 , the central angle of the wheel disc 341 is 180°-200°, and the projection of the wheel disc 341 along the axis of the connecting disc 31 can cover the area below the horizontal plane where the axis of the connecting disc 31 is located, thereby ensuring that the wheel disc 341 can fully reflect the force transmission influence of the spoke and the rim on the axial lateral force of the wheel, and avoiding that the too large central angle leads to too much test space occupied by the wheel. The first projection surface is perpendicular to the axis of the connecting disc 31, the first direction has a first included angle with the horizontal direction in the first projection surface, the first included angle is α1, 0°<α1≤90°, the second direction has a second included angle with the horizontal direction in the first projection surface, the second included angle is α2, 0°≤α2<90°, and the first direction is perpendicular to the second direction. In this way, the installation space of the first force transmission rod 321, the second force transmission rod 331 and the third loading part can be reasonably planned, the spatial interference of the first loading part, the second loading part and the third loading part in the working process can be effectively avoided, and the loading operation can be ensured to be carried out smoothly.

[0035] Further, as shown in Figure 7As shown, the second included angle is less than 45°, and the second direction is closer to the horizontal direction in the first projection plane, so that the second direction is more accurate, and the second direction force applied by the second loading part can better match the actual force field in the horizontal direction during vehicle driving (such as the horizontal direction force during vehicle starting or braking); at the same time, due to the proximity of the second direction to the horizontal direction, if the forces of the second direction are combined, the gravity of the cross bar 35 will form a torque on the second force transmission rod 331, which will increase the additional stress load of the second force transmission rod 331, and will reduce the service life of the test tool 30 under long-term action. Therefore, the second loading part is provided with two, and the second loading part is connected to the second tool 33 one by one. It can ensure that the two second force transmission rods 331 can respectively receive the second loading force applied by the corresponding second loading part, avoid the uneven stress problem caused by the single-sided second loading part needing to apply force to the two second tools 33 at the same time, and make the force transmission of the two second directions more balanced. While ensuring accurate transmission of the second direction force, it can also alleviate the concentrated influence of the torque on the second force transmission rod 331 to a certain extent through balanced stress, ensure the stress stability of the test tool 30 in long-term use, and solve the problems of stress imbalance caused by the single-sided loading part corresponding to the two-sided tool and the torque affecting the service life of the tool caused by the proximity of the second direction to the horizontal direction.

[0036] Further, as shown in Figure 7 The first included angle is greater than the second included angle. It can be further ensured that the first direction is closer to the vertical direction than the second direction in the first projection plane, and the second direction is closer to the horizontal direction. This angle relationship can optimize the spatial layout of the first force transmission rod 321 and the second force transmission rod 331, avoid the overlapping or mutual interference of the force transmission paths caused by the proximity of the angles, and at the same time ensure that the resultant force of the first loading force and the second loading force better matches the stress ratio of the vertical and horizontal directions under actual vehicle working conditions, improving the accuracy of force simulation testing. The test tool 30 further includes a cross bar 35. The cross bar 35 is connected between the first force transmission rods 321 in the two groups of test tools 30, and the first loading part is connected to the cross bar 35. It can make a single first loading part transmit the first loading force to the two groups of first force transmission rods 321 through the cross bar 35, without the need to configure a first loading part for each group of first force transmission rods 321, directly realizing the saving of the number of force loading equipment, reducing the investment cost and space occupation of the test equipment.

[0037] Further, as shown in Figure 7As shown, the farthest distance of the first force transmission rod 321 to the axis of the connecting disc 31 is less than the radius of the wheel disc 341. The farthest distance of the second force transmission rod 331 to the axis of the connecting disc 31 is less than the radius of the wheel disc 341. In combination with the design that the central angle of the wheel disc 341 is at least 180°, the force transmission rods can avoid the structure of the wheel disc 341, avoiding the force transmission rods having to be lengthened to bypass the area of the wheel disc 341 in order to avoid the wheel disc 341. Through this avoidance design, the length of the first force transmission rod 321 and the second force transmission rod 331 can be directly reduced, on the one hand, the material usage of the force transmission rods can be reduced, and the manufacturing cost of the test tool 30 can be reduced, on the other hand, the deformation degree of the shortened force transmission rods when transmitting the loading force is smaller, which can reduce the loading force transmission error caused by the deformation of the force transmission rods, and improve the accuracy of the loading force transmission; at the same time, the shorter force transmission rods can optimize the overall space layout of the test tool 30, avoid the problem that the test device is too large in size due to the too long force transmission rods, and the test site is limited in adaptation, continue the advantages of the previous bilateral synchronous test and equipment anti-interference, and ensure that multi-directional loading can still be stably realized in a compact space, and the efficient development and result accuracy of the durability strength test of the connecting parts on both sides of the chassis assembly 20 are ensured.

[0038] Further, the first angle is greater than 45°. In this way, it can be ensured that the first direction is closer to the vertical direction in the first projection plane; since the cross rod 35 connects the first force transmission rods 321 of the two groups of test tools 30 and itself has gravity, the gravity will generate a torque on the first force transmission rod 321, and the more the first direction deviates from the vertical direction, the higher the proportion of the horizontal component of the gravity of the cross rod 35, and the lower the proportion of the vertical component, resulting in a weakened force basis of the torque; through the angle limitation, the torque of the gravity of the cross rod 35 on the first force transmission rod 321 can be further reduced, the fatigue damage of the first force transmission rod 321 caused by the long-term action of the torque can be reduced, and the service life of the test tool 30 can be prolonged; at the same time, the reduction of the torque can reduce the first loading force transmission deviation caused by the deformation of the first force transmission rod 321, ensure that the first loading force can act on the connecting disc 31 along the first direction accurately, and ensure the accuracy of the loading simulation.

[0039] Further, as shown in FIG. 6, the first direction is perpendicular to the second direction. Figure 3As shown, the central angle of the wheel disc 341 is 360°, which fully simulates the circular structure of the actual wheel, so that the distribution of the spokes and the rim of the wheel disc 341 is more consistent with the real wheel, and when the third loading part applies a third loading force parallel to the axis of the wheel disc 341, the lateral force of the ground on the wheel can be more fully and uniformly transmitted, improving the authenticity of the lateral force simulation and the accuracy of the test data. The farthest distance of the first force transmission rod 321 to the axis of the connecting disc 31 is greater than the radius of the wheel disc 341, and the farthest distance of the second force transmission rod 331 to the axis of the connecting disc 31 is greater than the radius of the wheel disc 341. Thus, the horizontal bar 35 connected to the first force transmission rod 321 and the second loading part do not interfere with the wheel disc 341, and the second loading part connected to the second force transmission rod 331 does not interfere.

[0040] Further, as shown in Figure 2 The angle between the axis of the connecting disc 31 and the horizontal direction is greater than 0°. The connecting disc 31 is used to simulate the wheel axle of the wheel matched with the chassis assembly 20. By making the angle between the axis of the connecting disc 31 and the horizontal direction greater than 0°, the connecting disc 31 (i.e. the simulated wheel axle) can be arranged in an inclined state rather than being completely horizontal. This inclined arrangement conforms to the structural design and driving posture of the actual vehicle. In the actual vehicle, due to the layout of the suspension system, the weight distribution of the vehicle body and the driving conditions, the wheel axis is not always in an absolute horizontal state, but has a certain inclination angle. Therefore, this arrangement can make the stress state of the connecting parts such as the subframe 21 and the swing arm 22 of the chassis assembly 20, the swing arm 22 and the steering knuckle 23, and the steering knuckle 23 and the shock absorber 24 during the test more close to the working condition of the inclined wheel axis during the actual driving of the vehicle, avoiding the disconnection between the test scene and the actual situation caused by the horizontal arrangement of the axis of the connecting disc 31, and improving the reference value of the test data on the actual use reliability of the chassis assembly 20.

[0041] Further, as shown in Figure 2 The third tooling 34 further includes a force transmission shaft 342. The force transmission shaft 342 is fixedly connected between the connecting disc 31 and the wheel disc 341, which can enhance the connection strength and stability of the two, and ensure that the wheel disc 341 can stably transmit force to the connecting disc 31 through the force transmission shaft 342 when it bears the third loading force applied by the third loading part, avoiding the force transmission loss or structural deformation caused by loose connection between the wheel disc 341 and the connecting disc 31. The wheel disc 341 and the first force transmission rod 321 are spaced apart. The distance between the first force transmission rod 321 and the wheel disc 341 gradually increases in the vertically upward direction. Since the connecting disc 31 simulates the actual vehicle, the angle between the axis of the connecting disc 31 and the horizontal direction is greater than 0°. Therefore, the wheel disc 341 and the first force transmission rod 321 are spaced apart, so as to avoid interference between the first force transmission rod 321 and the second force transmission rod 331 and the wheel disc 341 caused by the first loading force in the first direction and the loading force in the second direction, thereby ensuring the stability during the test.

[0042] It will be understood by those of ordinary skill in the art that the above-mentioned embodiments are specific cases for implementing the present disclosure, and in actual applications, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A chassis assembly testing device, characterized in that, The chassis assembly testing device includes: A positioning unit is used to fix the chassis assembly; the chassis assembly includes a subframe, a control arm, a steering knuckle, and a shock absorber connected in sequence. The test fixture includes a connecting plate, a first fixture, a second fixture, and a third fixture. The connecting plate simulates the axle of a wheel that meshes with the chassis assembly. The connecting plate is detachably connected to the steering knuckle of the chassis assembly. The first fixture includes a first force transmission rod. One end of the first force transmission rod is fixedly connected to the connecting plate, and the other end extends along a first direction. The first direction is perpendicular to the axis of the connecting plate. The second fixture includes a second force transmission rod. One end of the second force transmission rod is fixedly connected to the connecting plate, and the other end extends along a second direction. The first direction intersects the second direction. The second direction is perpendicular to the axis of the connecting plate. The third fixture includes a wheel. The diameter of the wheel simulates the diameter of the wheel. The wheel is coaxial with and fixedly connected to the connecting plate. The central angle of the wheel is at least 180°. The projection of the wheel along its own axis at least covers the area below the axis of the connecting plate. The loading unit includes a first loading section, a second loading section, and a third loading section; the first loading section is used to apply a first loading force along the first direction to the connecting disk through the first force transmission rod; the second loading section is used to apply a second loading force along the second direction to the connecting disk through the second force transmission rod; the third loading section is used to apply a third loading force along a third direction to the bottom end of the wheel; the third direction is parallel to the axis of the wheel.

2. The chassis assembly testing device according to claim 1, characterized in that, The test fixture is provided in two sets; the swing arm, the steering knuckle, and the shock absorber are each provided in two sets; the test fixture corresponds one-to-one with the steering knuckle; there are two third loading parts; the third loading parts are connected one-to-one with the wheel disc.

3. The chassis assembly testing device according to claim 2, characterized in that, The central angle of the wheel is between 180° and 200°; the first projection plane is perpendicular to the axis of the connecting disk; the first direction has a first angle between itself and the horizontal direction in the first projection plane; the first angle is α1; 0° < α1 ≤ 90°; the second direction has a second angle between itself and the horizontal direction in the first projection plane; the second angle is α2; 0° ≤ α2 < 90°; the first direction is perpendicular to the second direction.

4. The chassis assembly testing device according to claim 3, characterized in that, The second included angle is less than 45°; there are two second loading parts; the second loading parts are connected to the second tooling in a one-to-one correspondence.

5. The chassis assembly testing device according to claim 3, characterized in that, The first included angle is greater than the second included angle; the test fixture also includes a crossbar; the crossbar is connected between the first force transmission rods in the two sets of test fixtures; the first loading part is connected to the crossbar.

6. The chassis assembly testing device according to claim 5, characterized in that, The farthest distance from the first force transmission rod to the axis of the connecting plate is less than the radius of the wheel; the farthest distance from the second force transmission rod to the axis of the connecting plate is less than the radius of the wheel.

7. A chassis assembly testing device according to claim 5, characterized in that, The first included angle is greater than 45°.

8. A chassis assembly testing device according to claim 5, characterized in that, The central angle of the wheel is 360°; the farthest distance from the axis of the first force transmission rod to the connecting plate is greater than the radius of the wheel; the farthest distance from the axis of the second force transmission rod to the connecting plate is greater than the radius of the wheel.

9. A chassis assembly testing device according to claim 1, characterized in that, The angle between the axis of the connecting disc and the horizontal direction is greater than 0°.

10. A chassis assembly testing device according to claim 9, characterized in that, The third tooling also includes a force transmission shaft; the force transmission shaft is fixedly connected between the connecting plate and the wheel; there is a gap between the wheel and the first force transmission rod; the distance between the first force transmission rod and the wheel gradually increases in the vertically upward direction.

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