Suspension system shaft coupling verification mechanism

Abstract

The invention relates to a shaft coupling verification mechanism of a suspension system, and belongs to the technical field of suspension systems. The rigidity adjusting assembly is connected to the rack main body, the rigidity adjusting assembly comprises a support which is installed on the rack main body, and the support is used for being connected with a shock absorber; the spring set is connected to the support swing arm connecting assembly and installed on the rack body, and the swing arm connecting assembly comprises a transverse frame installed on the rack body; one end of the suspension frame is connected with the transverse frame, the other end of the suspension frame is used for being connected with a swing arm, and a rigidity adjusting element is further arranged on the suspension frame and used for adjusting the rigidity of a swing arm connecting point. According to the invention, the stress condition of the single-shaft and single-side axle under the actual road condition can be accurately reproduced, and the blank of the traditional rack system in the single-shaft and single-side axle test can be filled up.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of suspension systems, in particular to a suspension system shaft coupling verification mechanism. BACKGROUND

[0002] In the field of automobile development, it is crucial to ensure the reliability of vehicle system-level fatigue and other performances. As a key technology, shaft coupling road simulation technology plays an irreplaceable role in vehicle durability testing and performance verification.

[0003] Shaft coupling road simulation technology relies on a designed bench system to accurately reproduce the complex stress conditions that the wheel center of the vehicle is subjected to during actual road driving. In this way, a large amount of fatigue damage that can only be accumulated by actual road driving can be simulated in a relatively short period of time.

[0004] However, existing bench systems are usually designed to be able to test the entire vehicle or relatively complete vehicle subsystems comprehensively, and the overall structure is relatively large and complex to adapt to the preliminary testing needs of various different test scenarios and vehicle types. Therefore, the fixture mechanism designed to fix and support the vehicle or vehicle parts on the bench for testing usually has a large size and strong versatility to be able to adapt to the overall fixation of most conventional tests of different vehicle models and axles.

[0005] However, in vehicle testing, sometimes it is necessary to test and analyze a single axle on one side separately. The traditional bench does not have a symmetrical fixture mechanism that can match the single axle single side model. This results in that when testing the single axle single side model, the vehicle cannot be accurately fixed and loaded using the appropriate fixture, thereby affecting the accuracy and reliability of the test, especially when the vehicle body stiffness simulation test is required, this defect will more obviously affect the accuracy and reliability of the test. SUMMARY

[0006] The suspension system shaft coupling verification mechanism provided by the embodiments of the present application solves the problem in the related art that the traditional bench does not have a symmetrical fixture mechanism that can match the single axle single side model, which affects the accuracy and reliability of the test when testing the single axle single side model.

[0007] In a first aspect, a suspension system shaft coupling verification mechanism is provided, which comprises a bench body, a rigidity adjusting assembly connected to the bench body, the rigidity adjusting assembly comprising a bracket mounted on the bench body, the bracket being used for connecting a shock absorber, a spring group connected to the bracket, the spring group being used for adjusting the rigidity of the shock absorber, and a swing arm connecting assembly mounted on the bench body, the swing arm connecting assembly comprising a cross frame mounted on the bench body, a suspension connected to one end of the cross frame and used for connecting a swing arm, and a rigidity adjusting element provided on the suspension and used for adjusting the rigidity of the swing arm connecting point.

[0008] In some embodiments, the bench body comprises a vertical plate, a structural frame connected to one end of the vertical plate, a connecting cavity provided on the structural frame, and the rigidity adjusting assembly being mounted in the connecting cavity, and the cross frame being connected to the vertical plate and located below the structural frame.

[0009] In some embodiments, the bracket comprises a connecting portion connected to the structural frame, a supporting portion connected to the connecting portion and used for connecting the shock absorber, and the spring group being connected to the connecting portion and the supporting portion, respectively.

[0010] In some embodiments, the spring group comprises torsion bar springs connected to both sides of the connecting portion, one end of the torsion bar spring being threadedly matched with the connecting portion, and the other end being threadedly matched with a side wall of the structural frame.

[0011] In some embodiments, the spring group further comprises a plurality of worm spring springs which are detachably connected to the supporting portion.

[0012] In some embodiments, the supporting portion is provided with a mounting channel used for connecting the shock absorber, the mounting channel comprising a single channel hole and a plurality of channel holes which are distributed around the single channel hole.

[0013] In some embodiments, the suspension comprises a T-shaped block, the cross frame is provided with a plurality of sliding grooves which are distributed along the transverse direction and the longitudinal direction of the cross frame, and the T-shaped block is connected in the sliding grooves, a screw rod having one end penetrating the T-shaped block and abutting against the inner wall of the sliding groove and the other end being used for connecting the swing arm, and the rigidity adjusting element being connected to the screw rod.

[0014] In some embodiments, the rigidity adjusting element comprises a plurality of metal rings and / or a plurality of rubber rings which are threadedly matched with the screw rod.

[0015] In some embodiments, the rack body further comprises a bottom plate connected to the other end of the vertical plate, and the bottom plate is provided with a fixing hole for fixing the rack body.

[0016] In some embodiments, the vertical plate is provided with a rib plate between the bottom plate and the structure frame.

[0017] The technical scheme provided by the application has the beneficial effects of: The suspension system shaft coupling verification mechanism provided by the embodiment of the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of:

[0018] The technical scheme provided by the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of:

[0019] The technical scheme provided by the application has the beneficial effects of: Figure 1 The technical scheme provided by the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of: Figure 2 The technical scheme provided by the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of: Figure 3 The technical scheme provided by the application has the beneficial effects of: The technical scheme provided by the application has the beneficial effects of: Figure 4A schematic diagram for showing the rigidity adjusting assembly provided by the embodiment of the present application; Figure 5 A schematic diagram for showing the bracket provided by the embodiment of the present application; Figure 6 A schematic diagram for showing the suspension provided by the embodiment of the present application; Figure 7 A schematic diagram for showing the rigidity adjusting element provided by the embodiment of the present application; In the figure: 1, a main body of a bench; 10, a vertical plate; 11, a structural frame; 110, a connecting cavity; 12, a bottom plate; 120, a fixing hole; 2, a rigidity adjusting assembly; 20, a bracket; 200, a connecting part; 201, a supporting part; 21, a spring group; 210, a torsion bar spring; 211, a volute spring; 3, a shock absorber; 4, a swing arm connecting assembly; 40, a cross frame; 41, a suspension; 410, a T-shaped block; 4100, a sliding groove; 411, a screw rod; 5, a swing arm; 6, a rigidity adjusting element; 70, a single-channel hole; 71, a multi-channel hole; 8, a rib plate. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0021] The suspension system shaft coupling verification mechanism provided by the embodiment of the present application can solve the problem that the traditional bench is not equipped with a symmetric use clamp mechanism that can match the single-shaft single-side model in the related art, which affects the accuracy and reliability of the test when the single-shaft single-side model test is performed.

[0022] Reference Figures 1-7The embodiment of the application provides a suspension system shaft coupling verification mechanism, which comprises a rack main body 1, a rigidity adjusting assembly 2 and a swing arm connecting assembly 4. The rack main body 1 is installed at a steel floor in a laboratory, and then the rigidity adjusting assembly 2 is connected to the rack main body 1. The rigidity adjusting assembly 2 comprises a support 20 and a spring group 21. The support 20 is installed on the rack main body 1 and is used for connecting a shock absorber 3. Specifically, one end of the shock absorber 3 is connected to the support 20, and the other end is connected to a wheel edge. The spring group 21 is connected to the support 20 and is used for adjusting the rigidity of the shock absorber 3. Finally, the swing arm connecting assembly 4 is also installed on the rack main body 1. The swing arm connecting assembly 4 comprises a cross frame 40 and a suspension 41. The cross frame 40 is installed on the rack main body 1. One end of the suspension 41 is connected to the cross frame 40, and the other end is used for connecting a swing arm 5. The suspension 41 is also provided with a rigidity adjusting element 6, which is used for adjusting the rigidity of the connecting point of the swing arm 5.

[0023] In the application, the rack main body 1 serves as a base and provides stable support. The rigidity adjusting assembly 2 and the swing arm connecting assembly 4 can be independently installed and adjusted, thereby meeting the special requirements of single-axis single-side testing. Specifically, one end of the shock absorber 3 is fixed on the rack main body 1 through the support 20, and the other end is connected to the wheel edge. At the same time, the spring group 21 is connected to the support 20. When the vehicle is subjected to different loads during testing, the spring group 21 will be elastically deformed correspondingly. By changing the rigidity coefficient of the spring group 21, the support force of the spring group 21 on the shock absorber 3 can be adjusted, thereby changing the deformation degree of the shock absorber 3 under stress and realizing the adjustment of the rigidity of the shock absorber 3. This adjustment mode can simulate the rigidity change of the suspension 41 system under different road conditions in the actual driving process of the vehicle, so that the test is closer to the actual situation.

[0024] The swing arm connecting assembly 4 fixes one end of the suspension 41 on the rack main body 1 through the cross frame 40, and the other end is connected to the swing arm 5. The rigidity adjusting element 6 is arranged on the suspension 41. During testing, the swing arm 5 will be subjected to forces from different directions of the vehicle. The rigidity adjusting element 6 changes the support rigidity of the suspension 41 at the connecting point of the swing arm 5 through elastic deformation or mechanical structure adjustment. When it is necessary to simulate different vehicle body rigidities or different driving conditions, the rigidity at the connecting point of the swing arm 5 can be changed by adjusting the rigidity adjusting element 6, so as to accurately simulate the stress condition of the swing arm 5 in the actual driving process of the vehicle and realize the simulation test of the vehicle body rigidity.

[0025] In summary, by setting the stiffness adjusting assembly 2 and the swing arm connecting assembly 4, the stress condition of the single axle and single side of the vehicle in the actual driving process can be accurately simulated, especially the simulation of the vehicle body stiffness is more accurate. The traditional test bench cannot accurately fix and load the vehicle due to the lack of a clamp mechanism suitable for single axle and single side testing, resulting in deviations between the test data and the actual situation. The verification mechanism in the present application can accurately adjust according to different test requirements through modular design and precise stiffness adjusting function, so that the stress state in the test process is closer to the real road conditions, thereby greatly improving the accuracy and reliability of the test data, and providing a more reliable basis for the design and optimization of the vehicle suspension system.

[0026] In the present application, the test bench body 1 includes a vertical plate 10 and a structural frame 11. The vertical plate 10 is set as a rectangular plate, the structural frame 11 is connected to one end of the vertical plate 10, and the structural frame 11 is provided with a connecting cavity 110. The stiffness adjusting assembly 2 is installed in the connecting cavity 110, the cross frame 40 is connected to the vertical plate 10 and located below the structural frame 11. The vertical plate 10 serves as the main support structure to provide a stable foundation for the entire verification mechanism. Through the design of the structural frame 11 and the installation of the stiffness adjusting assembly 2 in the connecting cavity 110, the structure of the entire verification mechanism is more compact. Since the cross frame 40 is used to install the suspension 41, and the suspension 41 needs to be connected to the swing arm 5 for testing, the cross frame 40 is arranged below the structural frame 11, which not only avoids spatial conflicts with the stiffness adjusting assembly 2 on the structural frame 11, but also facilitates connection and debugging with the swing arm 5. Reasonable space layout not only reduces interference factors in the test process, but also makes the installation of each component more convenient. When assembling the verification mechanism, the vertical plate 10, the structural frame 11, the stiffness adjusting assembly 2 and the cross frame 40 can be installed and debugged independently, and then combined together. This installation method not only improves the installation efficiency, but also facilitates individual inspection and adjustment of each component, ensuring the installation quality.

[0027] In the present application, in order to facilitate the installation of the test bench body 1 on the steel floor of the test room, the test bench body 1 further includes a bottom plate 12 connected to the other end of the vertical plate 10. The bottom plate 12 is provided with fixing holes 120 for fixing the test bench body 1. At that time, the bottom plate 12 can be fixed by connecting members such as bolts. Rib plates 8 are provided between the vertical plate 10 and the bottom plate 12 and the structural frame 11 to enhance the support strength of the overall test bench body 1.

[0028] In the present application, in order to facilitate the installation and support, the support 20 is provided with a spring set 21, and the support 20 comprises a connecting portion 200 and a supporting portion 201, wherein the connecting portion 200 is connected with the structural frame 11; the supporting portion 201 is connected with the connecting portion 200 and is used to be connected with the shock absorber 3, and the spring set 21 is connected with the connecting portion 200 and the supporting portion 201 respectively. The structural frame 11 is an important component of the test bench main body 1 and has high strength and rigidity. After the connecting portion 200 is tightly connected with the structural frame 11, the force borne by the support 20 from the shock absorber 3 and the spring set 21 can be effectively transmitted to the structural frame 11, and by means of the supporting capacity of the structural frame 11, it is ensured that the support 20 will not be loosened or displaced due to the force in the test process. The supporting portion 201 is used to be connected with the shock absorber 3 and will directly bear the dynamic force transmitted from the shock absorber 3 in the test process. The connecting portion 200 and the supporting portion 201 cooperate with each other to form a stable mechanical structure, which can better disperse and bear these forces and enhance the overall rigidity of the support 20. The spring set 21 is connected with the connecting portion 200 and the supporting portion 201 respectively, and by changing the parameters of the spring set 21, such as the stiffness, the number or the pre-tightening force of the spring, the relative force between the connecting portion 200 and the supporting portion 201 can be adjusted, so as to realize the multi-stage adjustment of the stiffness of the shock absorber 3.

[0029] In actual tests, the spring set 21 can be flexibly adjusted according to different test requirements, such as simulating different road conditions or vehicle load conditions, so that the stiffness of the shock absorber 3 can be matched with the actual working condition and the performance of the vehicle suspension system under different conditions can be more accurately simulated.

[0030] Specifically, the spring set 21 comprises a torsion bar spring 210, the torsion bar spring 210 is connected on both sides of the connecting portion 200, and one end of the torsion bar spring 210 is threadedly connected with the connecting portion 200 and the other end is threadedly connected with the side wall of the structural frame 11. The thread connection of the two ends of the torsion bar spring 210 forms a tight and stable connection between the connecting portion 200 and the structural frame 11, and the torsion bar spring 210 can bear a large tensile force and torsional force, thereby ensuring the stability of the support 20.

[0031] In the test process, the force borne by the vehicle suspension system is complex and variable, and by the joint action of the two torsion bar springs 210, the stress can be dispersed to a larger area, thereby avoiding local stress concentration and structural damage. The thread connection can change the connection position of the torsion bar spring 210 with the connecting portion 200 and the structural frame 11 by rotating the torsion bar spring 210, so as to adjust the pre-tightening force of the torsion bar spring 210, or the size related parameters can be changed according to different stiffness requirements to adapt to different stiffness requirements, mainly to adapt the linear stiffness, and the selection and installation can be completed according to different vehicle models and suspension systems 41.

[0032] Further, the spring set 21 arranged also includes a plurality of volute springs 211, including but not limited to three in this application, and by opening a clamping groove in the support part 201, then the volute spring 211 is clamped in the clamping groove, so as to detachably connect the volute spring 211 on the support part 201. The volute spring 211 can be installed according to the demand position, and the size related parameters can be changed according to different stiffness requirements, and different stiffness requirements can be adapted. The main function is to adapt the nonlinear stiffness. According to the demand of different suspension 41 stroke and limit, it can be selected and installed. The volute spring 211 itself has a unique nonlinear elastic characteristic. During the driving process of the vehicle, the stroke of the suspension 41 system is constantly changing. The volute spring 211 can automatically adjust its stiffness according to the actual stroke of the suspension 41, and better simulate the driving performance of the vehicle under actual road conditions. Therefore, during the test, by reasonably selecting and installing the volute spring 211, the verification mechanism can accurately simulate the performance of the vehicle suspension system under different suspension 41 strokes and limit conditions, and further more accurately evaluate the comfort and stability of the vehicle suspension system on the bumpy road, and the handling performance at high speed.

[0033] In this application, the vehicle will encounter various different working conditions during actual driving, such as different road conditions, different driving speeds and different driving operations. These different working conditions also have different performance requirements for the shock absorber 3. Therefore, the general shock absorber 3 is also divided into single-channel or multi-channel design. In order to realize the simulation of multiple working conditions, the support part 201 is provided with an installation channel for connecting the shock absorber 3. The installation channel includes a single-channel hole 70 and a multi-channel hole 71, and the multi-channel hole 71 is distributed around the single-channel hole 70. The single-channel and multi-channel shock absorbers 3 can provide appropriate connection positions respectively, so that the verification mechanism can adapt to multiple types of shock absorbers 3 and meet the needs of different test objects.

[0034] In the present application, in order to conveniently connect the swing arm 5 and the suspension 41, the suspension 41 is provided with a T-shaped block 410 and a screw rod 411. The T-shaped block 410 is connected in the sliding groove 4100. The screw rod 411 is arranged on the T-shaped block 410 and abuts against the inner wall of the sliding groove 4100. The other end of the screw rod 411 is used to connect with the swing arm 5. The adjusting rigid element 6 is connected on the screw rod 411. In actual application, the specification and shape of the swing arm 5 will be different due to different vehicle models and design concepts. The present application can ensure that the T-shaped block 410 is fixed, and can change the connection angle and position of the screw rod 411 and the swing arm 5, so as to ensure that the screw rod 411 can be accurately connected with the swing arm 5, and improve the universality and compatibility of the suspension 41 system. The adjusting rigid element 6 is connected on the screw rod 411. By operating the adjusting rigid element 6, the stress state of the screw rod 411 can be changed, so as to realize the adjustment of the rigidity of the suspension 41, and accurately simulate the stress state of the swing arm 5 in the actual driving process of the vehicle.

[0035] Specifically, the adjusting rigid element 6 is provided with a metal ring and / or a rubber ring. The metal ring and the rubber ring are provided with a plurality of screw thread connections with the screw rod 411. In the present application, the swing arm 5 is connected with the suspension 41 to simulate the inside of the swing arm 5 and the connection point of the vehicle subframe. The point is directly connected to the vehicle body, which is generally divided into rigid connection or soft connection. If it is rigid connection, the metal ring of different height is stacked and connected by screw thread. If it is soft connection, the rubber ring needs to be matched to meet the local rigidity change requirement of the vehicle body at the connection point. The metal ring and the rubber ring are combined to adjust the height of the matched ring to ensure the connection height and angle of the swing arm 5. In specific test, a large number of experiments and tests need to be carried out on the performance of the suspension 41 system. The metal ring and the rubber ring provide diversified test conditions for vehicle test. By adjusting the combination and number of the metal ring and the rubber ring, the rigidity of the suspension 41 can be flexibly adjusted according to the actual road conditions, the stress state of the swing arm 5 in the actual driving process of the vehicle can be accurately simulated, the adaptability of the vehicle to various road conditions can be improved, the performance of the vehicle under different working conditions can be comprehensively evaluated, and a strong basis for the design improvement and performance improvement of the vehicle is provided.

[0036] The implementation principle of the application is that the rigidity adjusting assembly 2 is connected to the test bench main body 1, the support 20 is used for connecting the shock absorber 3, the torsion bar spring 210 and the volute spring 211 are connected to the support 20 and are used for adjusting the rigidity of the shock absorber 3, when a certain side of a certain axle is tested separately, the rigidity of the shock absorber 3 is adjusted through the torsion bar spring 210 and the volute spring 211, so that the different rigidity states of the shock absorber 3 of the side axle under actual road conditions can be simulated, and the stress condition of the side axle in actual driving can be reproduced more accurately, because the shock absorber 3 has different buffering and supporting effects on vehicle vibration under different rigidities, thereby affecting the stress of the axle; the swing arm connecting assembly 4 is installed on the test bench main body 1, the suspension 41 is connected to the cross frame 40 at one end and is connected to the swing arm 5 at the other end, and the rigidity adjusting element 6 is arranged on the suspension 41 and is used for adjusting the rigidity of the swing arm 5 connection point, in the testing process, the rigidity of the swing arm 5 connection point is adjusted through the metal ring and the rubber ring, so that the working state of the swing arm 5 connection point of the side axle under different rigidity conditions can be simulated, and the complex stress of the side axle under actual road conditions can be simulated more accurately, because the rigidity of the swing arm 5 connection point affects the transmission and distribution of the force between the axle and the vehicle body. Therefore, through the rigidity adjusting assembly 2 and the swing arm connecting assembly 4, the rigidity of the shock absorber 3 and the rigidity of the swing arm 5 connection point can be accurately adjusted, the stress condition of the single-side axle of the single axle under actual road conditions can be reproduced more accurately, and thus the accuracy and reliability of the test are greatly improved, more reliable data support is provided for the evaluation of the performance of the vehicle, the blank of the traditional test bench system in this respect is filled, and the vehicle test is more comprehensive and detailed.

[0037] In the description of the application, it should be noted that the positions or position relationships indicated by the terms "upper", "lower" and the like are based on the positions or position relationships shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular position, be constructed and operated in a particular position, and therefore cannot be understood as a limitation on the application. Unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through an intermediate medium, or internal communication of two elements. For those skilled in the art, the specific meanings of the above terms in the application can be understood according to the specific circumstances.

[0038] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0039] The foregoing is merely illustrative of the principles of the application and various modifications can be made by those skilled in the art without departing from the spirit and scope of the application. The above embodiments are illustrative, and not restrictive, of the scope of the application.

Claims

1. A suspension system axle coupling verification mechanism, characterized by, The utility model relates to a kind of damping device, including: Gantry main body (1); Stiffness adjusting assembly (2) is connected on the gantry main body (1), and the stiffness adjusting assembly (2) includes: - support (20) is installed on the gantry main body (1), and the support (20) is used for connecting shock absorber (3); - spring group (21) is connected on the support (20), and the spring group (21) is used for adjusting the stiffness of shock absorber (3); Swing arm connecting assembly (4) is installed on the gantry main body (1), and the swing arm connecting assembly (4) includes: - cross frame (40) is installed on the gantry main body (1); - suspension (41) is connected with the cross frame (40) one end, and the other end is used for being connected with swing arm (5), and stiffness adjusting element (6) is further provided on the suspension (41), and the stiffness adjusting element (6) is used for adjusting the stiffness of swing arm (5) connecting point.

2. A suspension system axle coupling verification mechanism as in claim 1, wherein: The gantry main body (1) includes: Vertical plate (10); Structure frame (11) is connected on one end of the vertical plate (10), and connecting cavity (110) is provided on the structure frame (11), and the stiffness adjusting assembly (2) is installed in the connecting cavity (110); And the cross frame (40) is connected on the vertical plate (10), and is located below the structure frame (11).

3. A suspension system axle coupling verification mechanism as in claim 2, wherein: The support (20) includes: Connecting portion (200) is connected with the structure frame (11); Supporting portion (201) is connected with the connecting portion (200), and is used for being connected with shock absorber (3); And the spring group (21) is connected on the connecting portion (200) and the supporting portion (201) respectively.

4. A suspension system axle coupling verification mechanism as in claim 3, wherein: The spring group (21) includes: torsion bar spring (210) is connected on both sides of the connecting portion (200), and one end of the torsion bar spring (210) is screwed with the connecting portion (200), and the other end is screwed with the side wall of the structure frame (11).

5. A suspension system axle coupling verification mechanism as in claim 3, wherein: The spring group (21) further includes: volute spring (211) is provided with multiple, and is detachably connected on the supporting portion (201).

6. A suspension system axle coupling verification mechanism as in claim 3, wherein: Mounting channel for connecting shock absorber (3) is provided on the supporting portion (201), and the mounting channel includes single-channel hole (70) and multi-channel hole (71), and the multi-channel hole (71) is distributed around the single-channel hole (70).

7. A suspension system axle coupling verification mechanism as described in claim 1, wherein: The suspension (41) includes: T-shaped block (410), and the cross frame (40) is provided with sliding groove (4100), and the sliding groove (4100) is distributed with multiple along the transverse direction and longitudinal direction of the cross frame (40), and the T-shaped block (410) is connected in the sliding groove (4100); Screw rod (411) is provided on the T-shaped block (410) one end, and is abutted with the inner wall of the sliding groove (4100), and the other end is used for being connected with swing arm (5), and the stiffness adjusting element (6) is connected on the screw rod (411).

8. The suspension system axle coupling verification mechanism of claim 7, wherein: The stiffness adjusting element (6) includes metal ring and / or rubber ring, and the metal ring and the rubber ring are provided with multiple, and are screwed with the screw rod (411).

9. A suspension system axle coupling verification mechanism as in claim 2, wherein: The gantry body (1) further comprises a bottom plate (12) connected to the other end of the vertical plate (10), and the bottom plate (12) is provided with a fixing hole (120) for fixing the gantry body (1).

10. A suspension system axle coupling verification mechanism as in claim 9, wherein: The vertical plate (10) is provided with a rib plate (8) between the bottom plate (12) and the structural frame (11).

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