Commercial vehicle X-shaped arm road simulation test device and test method

Abstract

The invention discloses a commercial vehicle X-shaped arm road simulation test device and test method, and belongs to the technical field of vehicle simulation test, the test device comprises a terrace iron, a fixing assembly, a Y-direction actuator assembly, an X-direction actuator assembly and a Z-direction actuator assembly, and an X-shaped arm is hinged to the terrace iron, the Y-direction actuator assembly, the X-direction actuator assembly and the Z-direction actuator assembly through the fixing assembly. By arranging the horizontal Y-direction actuator assembly, the horizontal Z-direction actuator assembly and the vertical X-direction actuator assembly which are perpendicular to each other and cooperating with the same-direction or opposite-direction synchronous telescopic action of the two Z-direction actuator assemblies, multi-dimensional loads and torques can be applied to the X-shaped arm, the X-direction loads, the Y-direction loads and the torsion effect around the X axis and the Y axis borne by the X-shaped arm under the real use working condition can be covered, and the X-direction and Y-direction actuator assemblies can be used for the X-shaped arm. The stress environment of a bench test is deeply matched with the working condition of a real vehicle, the reduction degree of the test on the actual stress state of the X-shaped arm is improved, and an accurate mechanical loading basis is provided for durability verification.

Description

Technical Field

[0001] This invention relates to the field of vehicle simulation testing technology, and in particular to a commercial vehicle X-arm road simulation test device and test method. Background Technology

[0002] The X-arm is an important component of the commercial vehicle suspension system. Its overall shape is X-shaped. The X-arm combines the functions of a thrust rod and a lateral stabilizer bar. It can transmit longitudinal forces such as driving force and braking force, as well as lateral forces between the frame and the axle. At the same time, it provides roll stiffness when the vehicle is turning or encountering uneven road surfaces and rolls, suppressing body roll and improving the lateral stability of the vehicle.

[0003] In the design and use of X-arm booms for commercial vehicles, it is necessary to verify their durability. There are two traditional verification methods: one is to use real vehicle road tests and the other is to use bench tests. Real vehicle road tests involve installing the X-arm boom on a vehicle and conducting long-distance durability tests under typical road conditions to verify the reliability of the X-arm boom in real use environments. Since real vehicle road tests require the laying of professional test track roads, the testing cost is high and large-scale verification is not possible, so bench tests are usually used for verification.

[0004] While existing bench tests are low-cost, they can only simulate axial loads, i.e., longitudinal, lateral, and vertical loads. They cannot simulate the actual operating conditions of X-arm booms, i.e., they cannot comprehensively simulate the X-axis load, Y-axis load, torsion around the Y-axis, and torsion around the X-axis of the X-arm boom. Therefore, they cannot accurately simulate the actual stress on the X-arm boom, resulting in poor verification accuracy. Summary of the Invention

[0005] To address the technical problems in the existing bench tests mentioned above, which are unable to comprehensively verify the durability of X-arms with multiple degrees of freedom and have poor verification accuracy, this invention provides a commercial vehicle X-arm road simulation test device and test method.

[0006] The technical solution of this invention is as follows: This invention provides a commercial vehicle X-arm road simulation test device, including a ground platform, a fixing component, a Y-axis actuator assembly, an X-axis actuator assembly, and a Z-axis actuator assembly. The Y-axis actuator assembly and the Z-axis actuator assembly are both horizontally arranged, with the axis of the Y-axis actuator assembly perpendicular to the axis of the Z-axis actuator assembly. The X-axis actuator assembly is vertically arranged, and there are two Z-axis actuator assemblies arranged side by side along the Y-axis. The two Z-axis actuator assemblies extend and retract synchronously in the same direction or in opposite directions. The X-arm is hinged to the ground platform, the Y-axis actuator assembly, the X-axis actuator assembly, and the Z-axis actuator assembly through the fixing component. By deploying mutually perpendicular horizontal Y-axis and Z-axis actuator assemblies and vertical X-axis actuator assemblies, and coordinating the synchronous extension and retraction movements of the two Z-axis actuator assemblies in the same or opposite directions, multi-dimensional loads and torques can be applied to the X-arm. This can cover the X-axis load, Y-axis load, and torsional action around the X-axis and Y-axis that the X-arm bears under real-world operating conditions. This allows the stress environment of the bench test to be deeply consistent with the actual vehicle operating conditions, improving the test's accuracy in reproducing the actual stress state of the X-arm and providing a precise mechanical loading basis for durability verification.

[0007] Preferably, the top of the X-axis actuator assembly is hinged to the fixed assembly, the Y-axis actuator assembly is hinged to one end of the fixed assembly, and the two Z-axis actuator assemblies are hinged to one side of the fixed assembly. Hinging each actuator assembly to the fixed assembly at different positions allows the load and torque in each direction to be accurately transmitted to the corresponding stress area of ​​the X-arm. This matches the force transmission path of the X-arm in the actual vehicle assembly state, avoids stress concentration deviations caused by unreasonable loading points, ensures the efficiency and uniformity of force transmission during loading, and further improves the accuracy of the test.

[0008] Preferably, the Y-axis actuator assembly, X-axis actuator assembly, and Z-axis actuator assembly all include a hydraulic cylinder and a connecting member. One end of the connecting rod is hinged to the hydraulic cylinder via the connecting member, and the other end of the connecting rod is hinged to the fixed assembly via the connecting member. A force sensor is installed between the connecting member and the connecting rod, and a displacement sensor is installed on the hydraulic cylinder. Integrating force and displacement sensors into the actuator assemblies allows for real-time monitoring of the force and displacement during the loading process. This enables precise control of the loading parameters on the X-arm, ensuring that the applied load and torque values ​​remain consistent with the preset values ​​during the test, avoiding overload or underload situations. Simultaneously, it provides accurate and comprehensive parameter support for subsequent test data analysis and traceability, improving the reliability and repeatability of the test results.

[0009] Preferably, the fixing assembly includes a load guide plate and two ball joint mounting seats. The two ball joint mounting seats are fixedly installed on the floor iron and are hinged to the two bottom ends of the X-arm. The load guide plate is horizontally arranged along the Y-direction and is located directly above the two ball joint mounting seats. The two top ends of the X-arm are hinged to the Y-direction actuator assembly, the X-direction actuator assembly, and the Z-direction actuator assembly through the load guide plate. The ball joint mounting seats enable the hinged installation of the bottom ends of the X-arm, giving the bottom ends of the X-arm rotational freedom. Combined with the top load guide plate for the concentrated transmission and even distribution of loads to each actuator assembly, the X-arm can exhibit a deformation trend consistent with the actual vehicle condition during the stress process, avoiding stress distortion caused by excessive rigidity of the fixing method, and ensuring that the mechanical response characteristics of the X-arm during the test are consistent with the actual working conditions.

[0010] Preferably, the axis of the ball joint of the ball joint mounting base is inclined, and the installation angle of the ball joint mounting base is consistent with the installation angle of the X-arm on the actual vehicle. The installation angle of the ball joint mounting base is consistent with the actual vehicle state, which can restore the true assembly posture of the X-arm from the installation reference level. This ensures that the initial stress angle of the X-arm in the bench test is completely matched with the actual vehicle working condition, and ensures that the stress distribution law of each part of the X-arm is consistent with the actual vehicle use when subsequent multi-dimensional loads and torques are applied. This fundamentally improves the reference value of the durability verification results.

[0011] Preferably, the Y-axis actuator assembly and the Z-axis actuator assembly are fixedly mounted on the floor iron using reaction frames, while the X-axis actuator assembly is fixedly mounted on the floor iron using a gantry frame. By using corresponding reaction frames and gantry frames to fix the actuator assemblies in different directions, stable and reliable reaction force support can be provided for the actuator assemblies, ensuring that the actuator assemblies maintain their own position when outputting loads and torques, avoiding loading offset caused by insufficient reaction force, ensuring the stability and accuracy of multi-dimensional loads applied in tandem, and providing a solid structural foundation for long-term durability testing.

[0012] Preferably, the reaction frame includes a frame body and an adjusting plate. The frame body is a triangular steel frame, fixedly installed on the ground floor. Several bolt holes are vertically spaced along the side walls of the frame body. Elongated holes are provided at both ends of the adjusting plate, and these holes are connected to the bolt holes by bolts. The adjusting plate is used for the fixed installation of the Y-axis and Z-axis actuator assemblies. The triangular steel frame structure enhances the overall structural strength and deformation resistance of the reaction frame. Combined with the vertically spaced bolt holes and the elongated holes on the adjusting plate, the installation height and horizontal position of the actuator assemblies can be flexibly adjusted. This adapts to the testing requirements of different models and sizes of X-arms, expanding the applicability of the testing device. Simultaneously, the bolted connection ensures the stability of the adjusted installation position, meeting the loading requirements of diverse testing scenarios.

[0013] A test method, comprising: Strain gauges are placed on the X-arm, and the vehicle is driven on the reinforced road surface preset in the test field to collect the strain time domain signal of the vehicle on the reinforced road surface of the test field and the corresponding mileage. The stress or damage calculation is performed using iterative or constant value methods to calculate the load magnitude and equivalent number of cycles in the bench test; The X-arm is mounted on the test device so that the loads of the Y-axis actuator assembly, X-axis actuator assembly and Z-axis actuator assembly are transferred to the X-arm; The test is conducted based on the calculated test load and test period, and the durability of the X-arm is judged after the test.

[0014] By collecting strain time-domain signals through enhanced road driving of actual vehicles, it is possible to obtain mechanical response data of the X-arm under real road conditions. Based on this, combined with iterative or fixed-value methods to calculate bench test parameters, a precise equivalent mapping between bench tests and actual vehicle road tests can be achieved. This ensures that the load magnitude and cycle number of the bench test completely correspond to the damage accumulation effect of actual vehicle driving. Durability verification using this method can efficiently obtain verification results equivalent to actual vehicle road tests in a bench environment, significantly improving test efficiency while ensuring the validity of verification conclusions.

[0015] The preferred iterative method is: The acquired strain time-domain signal is used as the target signal and data iteration is performed; Strain gauges are arranged on the X-arm to be tested, and the X-arm to be tested with strain gauges is installed on the test device. It is driven by the displacement drive signals of the Y-axis actuator assembly, the X-axis actuator assembly and the two Z-axis actuator assemblies, and the strain response signals of the corresponding characteristic positions of the X-arm are collected synchronously. The acquired strain response signal is compared with the target signal, and the relative error between the strain response signal and the target signal is calculated. When satisfied hour, The displacement drive signal is the target drive signal corresponding to the actual vehicle mileage. The test device is driven cyclically with the target drive signal until the X-arm shows failure characteristics, and the number of cycles of the drive signal is recorded.

[0016] By employing an iterative method and repeatedly comparing the strain response signals from bench tests with the target signals collected from actual vehicles, the displacement drive signals are continuously optimized. This enables the strain characteristics of the X-arm in bench tests to achieve a high degree of fit with the actual vehicle operating conditions, ensuring that the damage accumulation process of the X-arm during bench tests is completely consistent with that during actual vehicle operation. By recording the number of drive signal cycles, the durability indicators of the X-arm can be accurately quantified, providing accurate and reliable data support for the life assessment of the X-arm.

[0017] The preferred method is the fixed value method: Based on the collected strain time-domain signals, a three-dimensional mechanical model of the X-arm was established, and the maximum load Fx along the X direction, the maximum load Fy along the Y direction, the maximum torque Mx around the X axis, and the maximum torque My around the Y axis of the X-arm under actual vehicle driving conditions were calculated. The Y-axis actuator assembly, X-axis actuator assembly, and two Z-axis actuator assemblies are controlled to apply the corresponding loads and torques. Based on the collected strain time-domain signals, the total fatigue damage generated by the X-arm when the actual vehicle travels a distance W is calculated. Keeping the loading parameters Fx, Fy, Mx and My constant, calculate the number of test loading cycles n required for the X-arm to reach total fatigue damage under ultimate load and torque conditions; The system performs cyclic loading with Fx, Fy, Mx, and My as constant loading parameters. The number of cyclic loading cycles is the equivalent actual vehicle mileage.

[0018] A three-dimensional mechanical model is established based on the strain signals of the actual vehicle. The ultimate load and torque parameters of the X-arm under actual vehicle conditions can be accurately extracted. By cyclically loading with constant ultimate parameters, the fatigue damage process of the X-arm can be accelerated, and the durability test cycle can be significantly shortened. At the same time, by combining the total fatigue damage of the actual vehicle to calculate the equivalent number of loading times, the bench test and the actual vehicle mileage can be accurately converted. While improving the test efficiency, it ensures that the test results can directly reflect the durability level of the X-arm during the long-term use of the actual vehicle.

[0019] As can be seen from the above technical solutions, the advantages of the present invention are: 1. By deploying mutually perpendicular horizontal Y-axis and Z-axis actuator assemblies and vertical X-axis actuator assemblies, and coordinating the synchronous extension and retraction movements of the two Z-axis actuator assemblies in the same or opposite directions, multi-dimensional loads and torques can be applied to the X-arm. This can cover the X-axis load, Y-axis load, and torsional action around the X-axis and Y-axis that the X-arm bears under real-world operating conditions. This allows the stress environment of the bench test to be deeply consistent with the actual vehicle operating conditions, improving the test's accuracy in reproducing the actual stress state of the X-arm and providing a precise mechanical loading basis for durability verification.

[0020] 2. By collecting strain time-domain signals through enhanced road driving of actual vehicles, it is possible to obtain the mechanical response data of the X-arm under real road conditions. Based on this, combined with iterative or constant value methods to calculate bench test parameters, a precise equivalent mapping between bench tests and actual vehicle road tests can be achieved. This ensures that the load magnitude and cycle number of the bench test completely correspond to the damage accumulation effect of actual vehicle driving. Durability verification using this method can efficiently obtain verification results equivalent to actual vehicle road tests in a bench environment, significantly improving test efficiency while ensuring the validity of verification conclusions. Attached Figure Description

[0021] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the overall structure of the commercial vehicle X-arm road simulation test device according to one or more embodiments of the present invention; Figure 2 This is a schematic diagram of the reaction frame and actuator assembly according to one or more embodiments of the present invention; Figure 3 This is a schematic diagram of the connection between the fixing component and the X-arm according to one or more embodiments of the present invention; The components represented by the various reference numerals in the diagram are: 1. Ground floor steel; 2. Reaction frame; 21. Frame body; 22. Adjusting plate; 23. Bolt hole; 24. Long strip hole; 3. Gantry frame; 4. Y-axis actuator assembly; 5. X-axis actuator assembly; 6. Z-axis actuator assembly; 7. Fixing assembly; 71. Load guide plate; 711. First connecting hole; 712. Second connecting hole; 713. Third connecting hole; 714. Hinge part; 72. Ball joint fixing seat; 8. X-arm; 9. Limit seat; 10. Hydraulic cylinder; 11. Connecting rod; 12. Force sensor; 13. Connecting piece; 14. Displacement sensor. Detailed Implementation

[0023] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0024] Example 1 In a typical embodiment of the present invention, such as Figures 1-3As shown, a commercial vehicle X-arm road simulation test device is proposed, comprising: a ground platform 1, several reaction frames 2, a gantry frame 3, several actuator assemblies, and a fixing assembly 7. The reaction frames 2, gantry frame 3, and fixing assembly 7 are all mounted on the ground platform 1, which provides the bearing foundation for the test device. The ground platform 1 is horizontally installed on the test foundation, and its surface is provided with T-slots for fixing the reaction frames 2, gantry frame 3, and fixing assembly 7. There are three reaction frames 2, one of which is located in the Y direction for mounting the Y-direction actuator assembly 4, and the other two are... The force frame 2 is set in the Z direction for the installation of two Z-axis actuator assemblies 6. The two Z-axis actuator assemblies 6 are arranged side by side along the Y direction. The X-axis actuator assembly 5 is fixedly installed on the gantry 3. The X-axis actuator assembly 5 is set vertically and located directly above the fixing assembly 7. The Y-axis actuator assembly 4 and the Z-axis actuator assembly 6 are both set horizontally. The axis of the Y-axis actuator assembly 4 is perpendicular to the axis of the Z-axis actuator assembly 6. The X-arm 8 is simultaneously hinged to the ground iron 1, the Y-axis actuator assembly 4, the X-axis actuator assembly 5 and the Z-axis actuator assembly 6 through the fixing assembly 7.

[0025] like Figure 2 As shown, the reaction frame 2 includes a frame body 21, an adjusting plate 22, bolt holes 23, and elongated holes 24. The frame body 21 is a triangular steel frame with sufficient strength and rigidity for the fixed installation of the Y-axis actuator assembly 4 and the Z-axis actuator assembly 6. The frame body 21 is fixedly installed on the floor iron 1. Several bolt holes 23 are vertically spaced on the side wall of the frame body 21. Elongated holes 24 are opened at both ends of the adjusting plate 22. The elongated holes 24 are fixedly connected to the bolt holes 23 by bolts. A through hole is opened in the middle of the adjusting plate 22. The through hole is used for the fixed installation of the Y-axis actuator assembly 4 and the Z-axis actuator assembly 6. Thus, the installation height of the Y-axis actuator assembly 4 and the Z-axis actuator assembly 6 can be adjusted by adjusting the adjusting plate 22 to accommodate X-arms 8 of different sizes.

[0026] The Y-axis actuator assembly 4, X-axis actuator assembly 5, and Z-axis actuator assembly 6 have the same structure. Each of them includes a hydraulic cylinder 10, a connecting rod 11, a force sensor 12, and a connector 13. Each end of the connecting rod 11 is hinged to a connector 13. One end of the connecting rod 11 is connected to the hydraulic cylinder 10 through the connector 13, and the other end of the connecting rod 11 is connected to the fixing assembly 7 through the connector 13. The connector 13 and the connecting rod 11 are connected by a ball joint, which can achieve load transfer while ensuring sufficient degrees of freedom during the test. The force sensor 12 is fixedly installed between the connector 13 and the connecting rod 11 for online force monitoring. In this embodiment, the hydraulic cylinders 10 of the Y-axis actuator assembly 4 and the Z-axis actuator assembly 6 are fixedly connected to the corresponding adjusting plates 22, and the hydraulic cylinder 10 of the X-axis actuator assembly 5 is fixedly connected to the gantry 3 through the limiting seat 9.

[0027] The gantry frame 3 is fixedly installed on the ground iron 1 by bolts. The limit seat 9 is fixedly connected to the crossbeam of the gantry frame 3 by U-bolts. The lateral position of the limit seat 9 can be adjusted according to actual needs, that is, the position of the X-axis actuator assembly 5 in the Y-axis can be adjusted.

[0028] In this embodiment, the gantry 3 has two crossbeams arranged opposite each other, with a set distance between the two crossbeams for the X-axis actuator assembly 5 to pass through; the longitudinal beam of the gantry 3 has several bolt holes spaced vertically along its length, and the two crossbeams are fixedly connected to the corresponding longitudinal beams by bolts, thereby adjusting the height of the X-axis actuator assembly 5.

[0029] The connecting rod 11 of the X-axis actuator assembly 5 is hinged to the top of the fixed assembly 7 via the connector 13 to simulate the X-axis load Fx of the vehicle; the connecting rod 11 of the Y-axis actuator assembly 4 is hinged to the left or right end of the fixed assembly 7 via the connector 13 to simulate the Y-axis load Fy of the vehicle; the connecting rods 11 of the two Z-axis actuator assemblies 6 are respectively hinged to one side (front or rear) of the fixed assembly 7 via their respective connectors 13, and the two Z-axis actuator assemblies 6 extend and retract synchronously in the same direction (i.e., the extension and retraction directions are the same and synchronous) or extend and retract synchronously in opposite directions (i.e., one extends and the other retracts synchronously). When the two Z-axis actuator assemblies 6 extend and retract synchronously in the same direction, they are used to simulate the Y-axis torque My of the vehicle, and when the two Z-axis actuator assemblies 6 extend and retract synchronously in opposite directions, they are used to simulate the X-axis torque Mx of the vehicle.

[0030] A displacement sensor 14 is installed on the hydraulic cylinder 10. The displacement sensor 14 is used to detect the amount of movement of the corresponding connecting rod 11. The hydraulic cylinder 10, force sensor 12 and displacement sensor 14 are all connected to the hydraulic servo control system. The hydraulic servo control system is used to control the action of the actuator and obtain the feedback signals of force sensor 12 and displacement sensor 14.

[0031] like Figure 3 As shown, the fixing assembly 7 includes a load guide plate 71 and two ball joint mounting seats 72. The two ball joint mounting seats 72 are fixedly installed on the floor iron 1 by bolts, and the two ball joint mounting seats 72 are spaced apart along the Y direction. The ball joint mounting seats 72 are used to hinge to the two bottom ends of the X-shaped arm 8. The load guide plate 71 is horizontally arranged along the Y direction and is located directly above the two ball joint mounting seats 72. The load guide plate 71 is hinged to the two top ends of the X-shaped wall 8. At the same time, the load guide plate 71 is also fixedly connected to the connecting piece 13 of the Y-direction actuator assembly 4, the X-direction actuator assembly 5 and the Z-direction actuator assembly 6, so as to transfer loads in different directions to the X-shaped arm 8.

[0032] The ball joint mounting base 72 is used to connect the floor iron 1 and the X-arm 8. It serves as the fixed end of the X-arm 8 and is fixed to the floor iron 1. Both ball joint mounting bases 72 are hinged to the X-arm 8 through ball joints, and the axes of the ball joints of both ball joint mounting bases 72 are inclined. The installation angle of the ball joint mounting base 72 is consistent with the installation angle of the X-arm 8 on the actual vehicle. The load guide plate 71 is used to connect the actuator and the X-arm 8. It has sufficient rigidity and strength, and the connecting part 13 with the actuator can ensure that the load transmission direction meets the test requirements.

[0033] The load guide plate 71 has several first connecting holes 711 at its end. The first connecting holes 711 are fixedly connected to the connector 13 of the Y-axis actuator assembly 4 by bolts. Two rows of second connecting holes 712 are provided on one side of the load guide plate 71. The second connecting holes 712 are close to both ends of the load guide plate 71. The second connecting holes 712 are fixedly connected to the corresponding connector 13 of the Z-axis actuator assembly 6 by bolts. The front side of the load guide plate 71 is also hinged to the X-arm 8 by a ball joint. A third connecting hole 713 is provided at the middle position of the top of the load guide plate 71. The third connecting hole 713 is located directly above the top two ends of the X-arm 8. The third connecting hole 713 is fixedly connected to the connector 13 of the X-axis actuator assembly 5 by bolts.

[0034] The above-mentioned test apparatus expands the range of load application directions for the comprehensive durability bench test of the X-arm 8, integrates multi-degree-of-freedom loading into the X-arm 8 test, fully reproduces the real stress situation of the X-arm 8, and the loading method is flexible and variable. The intensity of a certain load can be adjusted as needed. The loading method is more realistic and can comprehensively assess the durability of the X-arm 8.

[0035] Example 2 In another typical embodiment of the present invention, a test method for simulating road conditions of a commercial vehicle X-arm is proposed, which uses the test apparatus mentioned in Example 1. The test method includes: First, data collection is conducted before the test. Specifically, during the commercial vehicle road test, strain gauges are placed at characteristic locations such as stress concentration areas, critical weld areas, and design verification points on the X-arm 8. The strain gauges are connected to data acquisition equipment, and the vehicle is driven on a pre-designed reinforced road surface at the test site. The strain time-domain signal of the vehicle on the reinforced road surface at the test site is collected. And the corresponding number of kilometers W, where i is the number of strain gauges arranged; The stress or damage calculation is performed using iterative or constant value methods to calculate the load magnitude and equivalent number of cycles in the bench test; The test device is set up, and the X-arm 8 is installed on the ground iron 1 through the ball joint fixing seat 72. The X, Y and Z actuator assemblies are fixed on the gantry 3 and the reaction frame 2 respectively. The load guide plate 71 is connected to the X-arm 8 and the X, Y and Z actuator assemblies respectively. The positions of the gantry 3 and the reaction frame 2 are adjusted so that the load of the X, Y and Z actuator assemblies is accurately transferred to the X-arm 8. The test is conducted based on the calculated test load and test period, and the durability of the X-arm 8 is judged after the test.

[0036] Specifically, the iterative method: The strain time-domain signals collected above As the target signal, the control system of the experimental device is used for data iteration; Strain gauges are placed at key characteristic locations on the X-arm 8 to be tested, and the X-arm 8 with strain gauges is mounted on the test apparatus. Displacement drive signals from the Y-axis actuator assembly 4, X-axis actuator assembly 5, and two Z-axis actuator assemblies 6 are used. Drive the device and synchronously acquire strain response signals at corresponding characteristic positions of the X-arm 8 on the test apparatus. ; The collected strain response signal With target signal The relative error between the strain response signal and the target signal is calculated by comparison. When the formula is satisfied hour, Once the iteration convergence is determined, the displacement drive signal S at this point is the target drive signal corresponding to the actual vehicle mileage W. This drive signal has replicated the force state of the X-arm under the actual vehicle road test conditions.

[0037] The test device is driven cyclically by the target drive signal S until the X-arm 8 exhibits failure characteristics such as crack propagation, excessive plastic deformation, or functional failure. The number of cycles n of the drive signal S is recorded. Under this test condition, the equivalent actual vehicle mileage of the X-arm 8 is n×W.

[0038] Constant value method: Based on the acquired strain time-domain signal A three-dimensional mechanical model of the X-arm 8 was established, and the maximum load Fx along the X direction, the maximum load Fy along the Y direction, the maximum torque Mx around the X axis, and the maximum torque My around the Y axis under actual vehicle driving conditions were calculated using finite element analysis software. The test device control system controls the Y-axis actuator assembly 4, X-axis actuator assembly 5, and two Z-axis actuator assemblies 6 to apply corresponding loads and torques: the X-axis actuator assembly 5 outputs load Fx, and the Y-axis actuator assembly 4 outputs load Fy; the two Z-axis actuator assemblies 6 are controlled to apply loads in the same phase (i.e., the two Z-axis actuator assemblies 6 extend and retract synchronously in the same direction) to apply torque My around the Y-axis to the X-arm 8; the two Z-axis actuator assemblies 6 are controlled to apply loads in opposite phase (i.e., the two Z-axis actuator assemblies 6 extend and retract synchronously in opposite directions) to apply torque Mx around the X-axis to the X-arm. Based on the collected strain time-domain signal Calculate the total fatigue damage generated by the X-arm 8 when the actual vehicle mileage W is reached. ; Keeping the loading parameters Fx, Fy, Mx, and My constant, fatigue analysis software was used to simulate and calculate the total fatigue damage of the X-arm 8 under the ultimate load and torque conditions. The required number of test loadings n is used to establish a correspondence between the number of test loadings n and the actual vehicle mileage W, that is, n test loadings are equivalent to the actual vehicle mileage W. Using Fx, Fy, Mx, and My as constant loading parameters, the equivalent actual vehicle mileage W is obtained by cyclic loading n times; this cyclic loading continues until the X-arm 8 fails, and the total number of loading times N is counted. The equivalent actual vehicle mileage of the X-arm 8 is then calculated. The total equivalent actual vehicle mileage of the X-arm 8 is... .

[0039] The above-mentioned test method is based on real road signals collected by the actual vehicle during road testing at the test site. It uses strain signals on the X-arm 8 for data iteration or force calculation analysis, and uses the target mileage as the standard for judging the test results. The test duration (cycle) is calculated and used as the test conditions. When the rubber of the X-arm 8 shows peeling or extrusion, or when the metal parts show cracks, the test is stopped. The test mileage is compared with the results to determine the outcome. With a large amount of test data as a reference, corresponding test standards are formulated. This test method fills the gap in the bench test method for multi-degree-of-freedom comprehensive durability testing of X-arms for commercial vehicles and makes up for the shortcomings of high cost and long cycle of actual vehicle mounting tests.

[0040] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A commercial vehicle X-arm road simulation test device, comprising: The floor rail (1) is characterized in that it further includes a fixing component (7), a Y-axis actuator component (4), an X-axis actuator component (5) and a Z-axis actuator component (6). The Y-axis actuator component (4) and the Z-axis actuator component (6) are both horizontally arranged. The axis of the Y-axis actuator component (4) is perpendicular to the axis of the Z-axis actuator component (6). The X-axis actuator component (5) is vertically arranged. There are two Z-axis actuator components (6) arranged side by side along the Y-axis. The two Z-axis actuator components (6) extend and retract synchronously in the same direction or in opposite directions. The X-shaped arm (8) is hinged to the floor rail (1), the Y-axis actuator component (4), the X-axis actuator component (5) and the Z-axis actuator component (6) through the fixing component (7).

2. The commercial vehicle X-arm road simulation test device according to claim 1, characterized in that, The X-axis actuator assembly (5) is hinged to the top of the fixed assembly (7), the Y-axis actuator assembly (4) is hinged to one end of the fixed assembly (7), and the two Z-axis actuator assemblies (6) are hinged to one side of the fixed assembly (7).

3. The commercial vehicle X-arm road simulation test device according to claim 1, characterized in that, The Y-axis actuator assembly (4), X-axis actuator assembly (5) and Z-axis actuator assembly (6) all include a hydraulic cylinder (10) and a connector (13). One end of the connecting rod (11) is hinged to the hydraulic cylinder (10) through the connector (13), and the other end of the connecting rod (11) is hinged to the fixed assembly (7) through the connector (13). A force sensor (12) is provided between the connector (13) and the connecting rod (11), and a displacement sensor (14) is installed on the hydraulic cylinder (10).

4. The commercial vehicle X-arm road simulation test device according to claim 1, characterized in that, The fixed assembly (7) includes a load guide plate (71) and two ball joint mounting seats (72). The two ball joint mounting seats (72) are fixedly installed on the floor iron (1). The ball joint mounting seats (72) are hinged to the two bottom ends of the X-shaped arm (8). The load guide plate (71) is horizontally arranged along the Y direction. The load guide plate (71) is located directly above the two ball joint mounting seats (72). The two top ends of the X-shaped wall are hinged to the Y-direction actuator assembly (4), the X-direction actuator assembly (5) and the Z-direction actuator assembly (6) through the load guide plate (71).

5. The commercial vehicle X-arm road simulation test device according to claim 4, characterized in that, The ball joint mounting base (72) has its axis inclined, and the mounting angle of the ball joint mounting base (72) is consistent with the mounting angle of the X-arm (8) on the actual vehicle.

6. The commercial vehicle X-arm road simulation test device according to claim 1, characterized in that, The Y-axis actuator assembly (4) and the Z-axis actuator assembly (6) are both fixedly installed on the ground iron (1) by the reaction frame (2), and the X-axis actuator assembly (5) is fixedly installed on the ground iron (1) by the gantry frame (3).

7. The commercial vehicle X-arm road simulation test device according to claim 6, characterized in that, The reaction frame (2) includes a frame body (21) and an adjustment plate (22). The frame body (21) is a triangular steel frame. The frame body (21) is fixedly installed on the ground iron (1). Several bolt holes (23) are opened vertically at intervals on the side wall of the frame body (21). Long strip holes (24) are opened at both ends of the adjustment plate (22). The long strip holes (24) are fixedly connected to the bolt holes (23) by bolts. The adjustment plate (22) is used for the fixed installation of the Y-axis actuator assembly (4) and the Z-axis actuator assembly (6).

8. A test method, characterized in that, The commercial vehicle X-arm road simulation test device, as described in any one of claims 1-7, comprises: Strain gauges are arranged on the X-arm (8), and the vehicle is driven on the reinforced road surface preset in the test field. The strain time domain signal of the vehicle on the reinforced road surface of the test field and the corresponding mileage are collected. The stress or damage calculation is performed using iterative or constant value methods to calculate the load magnitude and equivalent number of cycles in the bench test; The X-arm (8) is mounted on the test apparatus so that the loads of the Y-axis actuator assembly (4), the X-axis actuator assembly (5) and the Z-axis actuator assembly (6) are transferred to the X-arm (8); The test is conducted based on the calculated test load and test cycle, and the durability of the X-arm (8) is judged after the test.

9. The test method according to claim 8, characterized in that, The iterative method is: The acquired strain time-domain signal is used as the target signal and data iteration is performed; Strain gauges are arranged on the X-arm (8) to be tested. The X-arm (8) with strain gauges is installed on the test device and driven by the displacement drive signals of the Y-axis actuator assembly (4), the X-axis actuator assembly (5) and the two Z-axis actuator assemblies (6). The strain response signals of the X-arm (8) at the corresponding characteristic positions are collected synchronously. The acquired strain response signal is compared with the target signal, and the relative error between the strain response signal and the target signal is calculated. When satisfied hour, The displacement drive signal is the target drive signal corresponding to the actual vehicle mileage. The test device is driven by the target drive signal in a loop until the X-arm (8) shows failure characteristics, and the number of loops of the drive signal is recorded.

10. The test method according to claim 8, characterized in that, The constant value method is: Based on the collected strain time-domain signal, a three-dimensional mechanical model of the X-arm (8) was established, and the maximum load Fx along the X direction, the maximum load Fy along the Y direction, the maximum torque Mx around the X axis and the maximum torque My around the Y axis of the X-arm (8) under the actual vehicle driving conditions were calculated. The Y-axis actuator assembly (4), X-axis actuator assembly (5) and two Z-axis actuator assemblies (6) are controlled to achieve the loading of corresponding loads and torques; Based on the collected strain time-domain signal, the total fatigue damage generated by the X-arm (8) when the actual vehicle travels mileage W is calculated; Keeping the loading parameters Fx, Fy, Mx and My constant, calculate the number of test loadings required for the X-arm (8) to reach total fatigue damage under ultimate load and torque conditions; The system performs cyclic loading with Fx, Fy, Mx, and My as constant loading parameters. The number of cyclic loading cycles is the equivalent actual vehicle mileage.

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