Road condition simulation device for vehicle test

Abstract

The invention belongs to the technical field of vehicle testing, and particularly relates to a road condition simulation device for vehicle testing, which can simulate various complex road surface postures. The road condition simulation device is mainly composed of a vehicle bearing assembly (1), a gradient adjusting mechanism (2), a slope direction adjusting mechanism (3), a safety protection assembly and a control device (7). Through cooperation of the gradient adjusting mechanism (2) and the slope direction adjusting mechanism (3), the road condition simulation device not only can simulate uphill and downhill states of a vehicle, but also can simulate complex road conditions in any direction such as a cross slope and a composite slope through plane rotation of the vehicle bearing platform (11) of the vehicle bearing assembly (1) on the premise that the vehicle is not moved and the parking angle of the vehicle is not changed. Therefore, the test efficiency is greatly improved, and the accurate simulation of the omni-directional pavement attitude is realized.

Description

Technical Field

[0001] This invention belongs to the field of vehicle testing technology, specifically relating to a road condition simulation device for vehicle testing capable of simulating various complex road surface postures. Background Technology

[0002] In the process of automobile research and development and manufacturing, the performance of a vehicle under different road conditions is an important indicator for evaluating its safety and reliability. In addition to the conventional flat road driving test, the vehicle's parking performance, braking performance, fluid (such as engine oil and fuel) distribution under incline conditions, and the performance of the suspension system under different stress conditions all need to be tested in specific slope environments.

[0003] Existing vehicle ramp simulation testing devices (or tilt test benches) mainly use hydraulic cylinders or screw mechanisms to drive a support platform to pitch around a fixed axis, thereby simulating the uphill or downhill states of a vehicle on a ramp. However, these existing testing devices have the following significant limitations:

[0004] Existing devices typically only simulate slopes in a single direction (i.e., longitudinal slopes). In real-world road environments, road conditions are often complex, frequently involving not only longitudinal inclines and declines but also lateral slopes (lateral road surfaces) or compound slopes (i.e., situations where the vehicle's direction of travel forms an angle with the maximum slope line). Existing single-axis tilt tables cannot directly simulate such compound attitudes.

[0005] Therefore, there is an urgent need for a vehicle testing device that can flexibly adjust the tilt angle (slope) and tilt direction (direction) of the vehicle platform to simulate all-round road conditions, in order to solve the technical problem of the single simulated road conditions in the existing technology. Summary of the Invention

[0006] In view of this, the present invention proposes a road condition simulation device for vehicle testing, which aims to solve the technical problem of the limited range of simulated road conditions in the prior art.

[0007] In a road condition simulation device for vehicle testing provided by the present invention, the road condition simulation device includes a vehicle support assembly, a slope adjustment mechanism, an aspect adjustment mechanism, and a control device. The vehicle support assembly includes a vehicle platform and multiple wheel support mechanisms disposed on the vehicle platform, the wheel support mechanisms supporting the wheels of the vehicle to be tested; the slope adjustment mechanism is configured to drive the vehicle platform to rotate around a horizontal axis to adjust the tilt angle of the vehicle platform; the aspect adjustment mechanism is configured to drive the vehicle platform to rotate around its normal to adjust the tilt direction of the vehicle platform; the control device is communicatively connected to the slope adjustment mechanism and the aspect adjustment mechanism; and the control device is configured to control the tilt adjustment mechanism and / or the aspect adjustment mechanism to operate according to road condition simulation commands to adjust the posture of the vehicle platform.

[0008] Technical Effects: The road condition simulation device provided by this invention breaks through the limitation of traditional test benches that can only adjust the longitudinal slope. Through the cooperation of the slope adjustment mechanism and the aspect adjustment mechanism, the device can not only simulate the uphill and downhill states of vehicles (adjusting the tilt angle), but also simulate complex road conditions in any direction, such as cross slopes (lateral tilt) and composite slopes (slopes), by rotating the platform (adjusting the aspect angle) without moving the vehicle or changing its parking angle. This greatly improves testing efficiency, avoids the safety hazards caused by repeatedly moving the vehicle, and achieves accurate simulation of all-around road surface posture.

[0009] In a preferred embodiment of the road condition simulation device provided by the present invention, the vehicle support assembly further includes multiple lateral drive units and multiple longitudinal drive units. The multiple lateral drive units are disposed on the vehicle support platform, and are matched to the number of wheels of the vehicle under test and distributed in the front wheel lateral adjustment range and the rear wheel lateral adjustment range of the vehicle support platform, for driving the corresponding wheel support mechanisms to move laterally; the multiple longitudinal drive units are disposed on the vehicle support platform, for driving the corresponding wheel support mechanisms to move longitudinally; the control device is further configured to control the operation of the lateral drive units and / or longitudinal drive units based on the wheelbase and track parameters of the vehicle under test, so that the positions of the multiple wheel support mechanisms match the wheel positions of the vehicle under test.

[0010] Technical Benefits: By incorporating lateral and longitudinal drive units, this road condition simulation device can automatically adjust the position of the wheel support mechanism based on the wheelbase (distance between front and rear wheels) and track width (distance between left and right wheels) parameters of the vehicle under test. This design gives the road condition simulation device extremely high versatility, enabling it to adapt to various vehicle sizes, from small cars to large SUVs and pickup trucks. It eliminates the need for manual disassembly or replacement of support modules, significantly shortening test preparation time and improving the level of automated testing.

[0011] In a preferred embodiment of the road condition simulation device provided by the present invention, each lateral drive unit includes a connecting plate, a first linear drive mechanism, and a first guide rail. One first linear drive mechanism is configured to drive one connecting plate to adjust its position along a corresponding first guide rail. Furthermore, each connecting plate forms a wheel longitudinal adjustment range. Each longitudinal drive unit includes a second linear drive mechanism and a second guide rail disposed on each connecting plate. One wheel support mechanism is disposed in one longitudinal adjustment range, and one second linear drive mechanism is configured to drive one wheel support mechanism to adjust its position along a corresponding second guide rail. The first and second linear drive mechanisms are also communicatively connected to the control device. The control device is configured to control the operation of the lateral drive unit and / or the longitudinal drive unit, comprising: controlling the operation of the first linear drive mechanisms corresponding to the front wheel lateral adjustment range and the rear wheel lateral adjustment range to move the connecting plate laterally to adapt to the wheelbase of the vehicle under test; and / or controlling the operation of the second linear drive mechanism corresponding to the longitudinal adjustment range to move the corresponding wheel support mechanism longitudinally to adapt to the wheelbase of the vehicle under test.

[0012] Technical Benefits: A stable "cross-slide" type adjustment structure is constructed by combining a connecting plate with a first linear drive mechanism, a second linear drive mechanism, and guide rails. The first linear drive mechanism drives the connecting plate (and the entire longitudinal unit) to move laterally, while the second linear drive mechanism drives the wheel support mechanism to move longitudinally on the connecting plate. This layered drive structure is compact, has high load-bearing capacity, and clear control logic, ensuring the stability and positioning accuracy of the wheel support mechanism during adjustment, and ensuring that the four support points are precisely aligned with the center of the vehicle tire.

[0013] In a preferred embodiment of the road condition simulation device provided by the present invention, the wheel support mechanism is mounted on the vehicle platform via a lifting assembly; the lifting assembly includes a drive component and a corresponding guide component, the drive component being used to drive the wheel support mechanism to rise and fall relative to the vehicle platform; wherein, the drive component is also communicatively connected to the control device; the control device is further configured to independently control the operation of any one or more of the lifting assemblies to change the height of the corresponding wheel support mechanism.

[0014] Technical Effects: By configuring lifting components for the wheel support mechanism and enabling independent control, the device can simulate conditions where the four wheels are at different heights (e.g., cross-axle, potholes, road bumps or depressions). This allows testing to go beyond flat slopes and further test the vehicle chassis system's suspension travel, body rigidity, and off-road capability under extreme torsional road conditions, greatly enriching the dimensions of road condition simulation.

[0015] In a preferred embodiment of the road condition simulation device provided by the present invention, the road condition simulation device further includes a plurality of height-adjustable support mechanisms and corresponding bases, each of the height-adjustable support mechanisms being connected between the vehicle platform and a corresponding base; wherein, the height-adjustable support mechanism is also communicatively connected to the control device; the control device is further configured to: after the vehicle platform reaches the target posture, control the height-adjustable support mechanism to lock the position of the vehicle platform.

[0016] Technical Benefits: The height-adjustable support mechanism, used as an auxiliary support, resolves the issues of vibration or insufficient rigidity that may occur with the suspended platform during testing. Once the vehicle platform is adjusted to the target posture, this mechanism quickly locks the platform's position, directly transferring the weight of the vehicle and platform to the base, forming multi-point rigid support. This not only improves the accuracy of test data (reducing vibration interference) but also significantly reduces the continuous load on the slope / aspect adjustment motor while maintaining the posture, extending the service life of the core drive components.

[0017] In a preferred embodiment of the road condition simulation device provided by the present invention, the height-adjustable support mechanism is a telescopic actuator, with its two ends respectively hinged to the vehicle platform and the base; wherein, the control device is configured to control the movement of the plurality of height-adjustable support mechanisms to maintain the fixed posture of the vehicle platform, the steps of which include: determining the required extension length of each height-adjustable support mechanism based on the current tilt angle data and inclination data of the vehicle platform; driving the plurality of height-adjustable support mechanisms to extend and retract to the corresponding extension length until their top ends achieve rigid support with the bottom hinge point of the vehicle platform.

[0018] Technical Benefits: The use of telescopic actuators (such as electric push rods or hydraulic cylinders) with hinged ends allows the support mechanism to adapt to the posture of the vehicle platform at any tilt and rotation angle. The control device uses algorithms to calculate the precise extension length required for each support point, achieving "follow-up support." Even when the platform is in a complex composite tilt state, the mechanism can accurately lift into place and achieve rigid locking, ensuring the mechanical stability of the structure in any posture.

[0019] In a preferred embodiment of the road condition simulation device provided by the present invention, the slope adjustment mechanism is disposed between the slope adjustment mechanism and the vehicle support platform. The slope adjustment mechanism includes a support, a swing frame, and a first rotary drive device. The base plate of the support is adapted to be supported on the ground; the bottom end of the swing frame is hinged to the support, and its top surface is connected to the slope adjustment mechanism; the first rotary drive device is connected to the support and is configured to drive the swing frame to swing relative to its axis of rotation.

[0020] Technical Benefits: This design establishes a hierarchical structure where the slope adjustment mechanism is positioned above the gradient adjustment mechanism. Utilizing a swing frame as an intermediate component, the overall tilt (slope) is achieved first, followed by rotation (slope) of the support platform on the tilted surface. This structural layout is rational, with a relatively concentrated center of gravity. Furthermore, the hinged connection between the support and the swing frame is simple and reliable, capable of withstanding the significant lateral forces generated when the vehicle tilts, ensuring the safety of the equipment during high-angle tilt tests.

[0021] In a preferred embodiment of the road condition simulation device provided by the present invention, the first rotary drive device includes a first turntable bearing and a first drive assembly. The inner ring of the first turntable bearing is fixed to the support, and the outer ring is connected to the swing frame. The first drive assembly includes a motor and a reducer, and is in transmission cooperation with the first turntable bearing. The control device is electrically connected to the first drive assembly and is configured to control the swing angle of the swing frame according to the target slope value.

[0022] Technical advantages: By using a turntable bearing in conjunction with a motor reducer as the primary drive component, this solution offers a wider adjustment range (even approaching 90 degrees) and higher angle control precision compared to traditional hydraulic cylinder lifting. The turntable bearing can simultaneously withstand large axial forces, radial forces, and tilting moments, resulting in smoother and more seamless pitching motion of the swing frame, making it suitable for high-precision scientific research testing requirements.

[0023] In a preferred embodiment of the road condition simulation device provided by the present invention, the slope adjustment mechanism includes a second rotary drive device, which includes a second turntable bearing and a second drive assembly. The inner ring of the second turntable bearing is fixed to the top of the swing frame, and the axial top surface of the outer ring is connected to the vehicle platform. The second drive assembly includes a motor and a reducer, and is in transmission cooperation with the second turntable bearing. The control device is electrically connected to the second drive assembly and is configured to control the deflection angle of the vehicle platform according to the target slope inclination value.

[0024] Technical benefits: By installing a second turntable bearing at the top of the swing frame to drive the vehicle platform to rotate, 360-degree slope adjustment without dead angles is achieved on the inclined plane. Furthermore, the low structural height facilitates control of the overall device's center of gravity.

[0025] In a preferred embodiment of the road condition simulation device provided by the present invention, the wheel support mechanism includes a bracket, multiple rotating shafts, and multiple rollers. The top of the bracket has a wheel bearing groove; the multiple rotating shafts are arranged parallel to each other at the front, rear, and bottom of the wheel bearing groove; and the multiple rollers are respectively sleeved on the multiple rotating shafts.

[0026] Technical benefits: The wheel bearing groove combined with the design of multiple rollers has two main effects. First, the groove shape physically limits the wheel to prevent the vehicle from slipping off during tilt tests. Second, the roller structure allows the wheel to rotate freely within a small range or release internal stress, simulating the real tire-road contact relationship and avoiding abnormal stress or damage to the tire sidewall due to rigid fixation. It also facilitates the vehicle's entry and exit. Attached Figure Description

[0027] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which will make the above and other features and advantages of the present invention more apparent to those skilled in the art. In the drawings:

[0028] Figure 1 This is a schematic diagram of the overall structure of the road condition simulation device in this embodiment.

[0029] Figure 2 This is a schematic diagram of the communication connection relationship of the road condition simulation device in this embodiment.

[0030] Figure 3 This is a schematic diagram of the assembly structure of the slope adjustment mechanism and the slope aspect adjustment mechanism in the road condition simulation device of this embodiment.

[0031] Figure 4 This is a schematic diagram of the connection structure of the wheel support mechanism in the road condition simulation device of this embodiment.

[0032] Figure 5 This is a schematic diagram of the irregular roller structure of the wheel support mechanism in the road condition simulation device of this embodiment.

[0033] The reference numerals in the attached figures are as follows:

[0034] 1-Vehicle load-bearing components; 11-Vehicle load-bearing platform; 111-Basic frame; 1111-Front wheel lateral adjustment range; 1112-Rear wheel lateral adjustment range; 1113-Wheel longitudinal adjustment range; 112-Connecting plate; 113-Linear drive mechanism; 114-Guide rail;

[0035] 12-Wheel support mechanism; 121-Bracket; 122-Shaft; 123-Roller;

[0036] 2-Slope adjustment mechanism; 21-Support; 211-Base plate; 22-Swing frame; 23-First rotary drive device;

[0037] 3-Slope adjustment mechanism;

[0038] 4- Height-adjustable support mechanism;

[0039] 5-Vehicle mounting bracket;

[0040] 6-Lifting assembly; 61-Driver; 62-Guide assembly;

[0041] 7-Control device. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0043] It should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "connection" and "configuration" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0044] Furthermore, it should be understood in the description of this application that the terms “center,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0045] Example 1: Overall Architecture and Attitude Adjustment System of Road Condition Simulation Device

[0046] This embodiment mainly describes the overall mechanical architecture and core attitude adjustment function of the road condition simulation device for vehicle testing described in this invention. Combined with... Figure 1 and Figure 2 The road condition simulation device mainly consists of a vehicle load-bearing component 1, a slope adjustment mechanism 2, a slope aspect adjustment mechanism 3, a safety protection component, and a control device 7.

[0047] 1. Overall structural layout

[0048] The bottom support of the road condition simulation device is the support 21 of the slope adjustment mechanism 2. The base plate 211 of the support 21 is designed to be wide and stable, suitable for horizontal support on the ground, and can bear the weight of the entire device and the vehicle. The slope adjustment mechanism 3 is connected above the slope adjustment mechanism 2, and the vehicle carrying component 1 is installed on top of the slope adjustment mechanism 3. This layered structural design (i.e., base—slope adjustment mechanism 2—slope adjustment mechanism 3—vehicle carrying platform 11) enables the device to simulate spatial composite angles.

[0049] 2. Slope adjustment mechanism 2 (to achieve "pitch" movement)

[0050] Combination Figure 3 The core function of the slope adjustment mechanism 2 is to change the angle between the vehicle platform 11 and the horizontal plane. The specific structure includes a swing frame 22 and a first rotary drive device 23.

[0051] Structural configuration: The bottom end of the swing frame 22 is hinged to the support 21 via a hinge shaft, forming a horizontal axis of rotation. A first rotary drive device 23 is connected to the support 21 and drives the swing frame 22 to swing around this axis. Preferably, the first rotary drive device 23 is a combination including a first turntable bearing, a motor, and a reducer. The inner ring of the first turntable bearing is fixed to the upper part of the support 21 and its axis is horizontally set, while the outer ring is provided with worm gear teeth, and one radial end face of the bearing is connected to the swing frame 22. The motor drives the worm through the reducer, and the worm meshes with the worm gear teeth on the outer ring.

[0052] Working principle: When the control device 7 issues a command to start the motor, the worm gear drives the outer ring to rotate, thereby causing the swing frame 22 to deflect upwards or downwards around the horizontal axis, realizing the physical adjustment of the slope. The advantage of using a worm gear structure is that it has a self-locking function, which can maintain the slope and prevent it from sliding down in the event of a power failure, thus improving safety.

[0053] 3. Incline adjustment mechanism 3 (to achieve "rotation" action)

[0054] Continue to refer to Figure 3 The slope adjustment mechanism 3 is located between the top surface of the swing frame 22 and the vehicle carrying assembly 1, and is used to adjust the orientation of the vehicle carrying platform 11 on the slope (i.e., change the tendency of the slope).

[0055] Structural Composition: The slope adjustment mechanism 3 includes a second rotary drive device. The second rotary drive device includes a second turntable bearing and a second drive assembly. The inner ring of the second turntable bearing is fixed to the top of the swing frame 22, and the axial top surface of its outer ring is fixedly connected to the bottom of the vehicle support platform 11. Similarly, the second turntable bearing can adopt a worm gear transmission structure, with worm gear teeth on the outer ring, and the motor drives the worm to mesh with the outer ring through a reducer.

[0056] Working principle: After the vehicle platform 11 has been lifted to a certain angle by the slope adjustment mechanism 2, the control device 7 drives the slope adjustment mechanism 3 to rotate the vehicle platform 11 around its own normal (i.e., the axis perpendicular to the platform surface). This allows a vehicle that was originally in an "uphill" state to be in a "side slope" or "downhill" state, or in any complex composite slope state, by rotating, thus greatly enriching the diversity of road condition simulation.

[0057] 4. Safety Protection and Control

[0058] Securely fastened: Continue to refer to Figure 1 To ensure the safety of the vehicle during tilt testing, a vehicle mounting frame 5 is connected to the upper part of the vehicle platform 11. Before testing, the operator securely locks the vehicle body (such as a tow hook or frame) to the mounting frame 5 using high-strength straps or mechanical clamps to physically prevent the vehicle from slipping or overturning when simulating a steep slope.

[0059] Control Logic: Control device 7 is communicatively connected to all the aforementioned motors. For example, when receiving a road condition simulation command containing the "target slope inclination value" and the "target slope inclination value", control device 7 first calculates the required number of pulses, controls the first rotary drive device 23 to operate, driving the vehicle platform 11 to deflect until the target slope inclination value is reached; simultaneously or subsequently, controls the second rotary drive device to operate, driving the vehicle platform 11 to rotate relative to the swing frame 22 until the target slope inclination value is reached.

[0060] Example 2: Vehicle Size Adaptive Adjustment System

[0061] Based on Embodiment 1, this embodiment details the lateral and longitudinal adjustment mechanisms inside the vehicle load-bearing component 1 to adapt to vehicles under test with different wheelbases and track widths.

[0062] Combination Figure 4 The vehicle support assembly 1 is not just a flat plate; its core consists of four independently movable wheel support mechanisms 12. To accommodate different vehicle models (from small cars to large SUVs), the vehicle support platform 11 is equipped with multiple lateral and longitudinal drive units.

[0063] 1. Partition settings

[0064] The vehicle support platform 11 is logically divided into a front wheel lateral adjustment section 1111 and a rear wheel lateral adjustment section 1112. Each section is equipped with a corresponding drive unit.

[0065] 2. Lateral drive unit (adjustable wheel track)

[0066] Structural Composition: Each lateral drive unit includes a connecting plate 112, a first linear drive mechanism 113, and a first guide rail 114. The first guide rail 114 is laid along the width direction (lateral) of the vehicle platform 11. The connecting plate 112 is slidably mounted on the first guide rail 114. One end of the first linear drive mechanism 113 (such as a lead screw assembly) is fixed to the platform, and the other end is connected to the connecting plate 112.

[0067] Functionality: When wheelbase adjustment is required, control device 7 controls the extension and retraction of the first linear drive mechanism 113, causing the connecting plate 112 to move laterally along the first guide rail 114. By controlling the distance between the left and right connecting plates 112, the wheelbase of the vehicle under test can be adapted.

[0068] 3. Longitudinal drive unit (adjustable wheelbase)

[0069] Structural configuration: Instead of directly mounting a wheel on each connecting plate 112, a wheel longitudinal adjustment zone 1113 is formed. Within this zone, a second guide rail 114 (along the vehicle length direction) and a second linear drive mechanism 113 are installed. The wheel support mechanism 12 is slidably mounted on the second guide rail 114 and is driven by the second linear drive mechanism 113.

[0070] Functionality: When wheelbase adjustment is required, the control device 7 controls the second linear drive mechanism 113 to move, driving the wheel support mechanism 12 to move back and forth on the connecting plate 112.

[0071] 4. Automated adaptation process

[0072] The control device 7 can preset or input the wheelbase and track width parameters of the vehicle to be tested. Before the vehicle is placed on the test platform, the control device 7 uses these parameters as a basis:

[0073] The first linear drive mechanism 113 corresponding to the front wheel lateral adjustment range 1111 and the rear wheel lateral adjustment range 1112 is controlled to move, thereby driving the connecting plate 112 to open and close laterally, so that the distance between the left and right wheel support mechanisms 12 is consistent with the vehicle wheel track.

[0074] The second linear drive mechanism 113 corresponding to the longitudinal adjustment range 1113 is controlled to move longitudinally, causing the wheel support mechanism 12 to move so that the distance between the front and rear wheel support mechanisms 12 is consistent with the vehicle wheelbase. This design achieves decoupled adjustment of the X-axis and Y-axis through a hierarchical structure of "large platform with small slide", which greatly improves the versatility of the equipment.

[0075] Example 3: Details of Single Wheel Height Adjustment and Wheel Support

[0076] Continue to refer to Figure 4 This embodiment details the specific structure and lifting function of the wheel support mechanism 12, which is used to simulate road surface unevenness.

[0077] 1. Lifting component 6 (Z-axis adjustment)

[0078] To simulate potholes, bumps, or twisted road surfaces, each wheel support mechanism 12 is not directly fixed to the sliding pair, but is installed via the lifting assembly 6.

[0079] Structural Composition: The lifting assembly 6 includes a drive component 61 (such as an electric push rod or hydraulic cylinder) and a guide assembly 62. The guide assembly 62 adopts a "guide post + guide cylinder" structure. The guide cylinder is vertically connected to the aforementioned longitudinal moving slider, the guide post is inserted into the guide cylinder, and the top of the guide post is connected to the wheel support mechanism 12.

[0080] Working principle: The drive unit 61 is connected between the lower base and the upper wheel support mechanism 12. The control device 7 can independently control the operation of any one or more lifting components 6. For example, controlling only the lifting component 6 of the left front wheel to rise can simulate the scenario of the vehicle's left front wheel running over a raised road surface. The cooperation between the guide column and the guide cylinder eliminates lateral forces, ensuring the verticality and stability of the lifting process.

[0081] Technical Effects: It allows for the individual adjustment of the height of one or more wheels while maintaining the overall tilt of the platform. This enables crucial advanced effects such as independent vibration / loading of all four wheels, and the simulation of extreme conditions, including "cross-axle" road conditions (diagonal wheels suspended), single-wheel stuck in potholes, or driving over protruding rocks. This is invaluable for testing a vehicle's four-wheel drive capability, torsional stiffness, and suspension travel limits. For example, when simulating the left front wheel driving over a boulder, the control device 7 instructs the corresponding drive component 61 of the left front wheel to extend, pushing the wheel support mechanism 12 at that location upward relative to the vehicle platform 11. The movement is smooth and reliable due to the presence of the guide component 62. This design allows the road condition simulation device to simulate not only overall slope but also local terrain undulations, providing a more refined road condition simulation capability.

[0082] 2. Details of wheel support mechanism 12

[0083] Structural composition: The main body of the wheel support mechanism 12 is a bracket 121, with a recessed wheel bearing groove formed at the top. Multiple rotating shafts 122 are arranged in parallel at the front, rear and bottom of the groove, and a roller 123 is sleeved on each rotating shaft 122.

[0084] Working process: When the vehicle drives onto the vehicle support platform 11, the wheels sink into the pit composed of multiple rollers 123. When the vehicle starts and the wheels rotate, the rollers 123 at the bottom rotate passively (or actively) to simulate the state of the vehicle driving on the road, while restricting the actual displacement of the vehicle.

[0085] Combination Figure 5To test the vehicle's suspension system's response to rough terrain, the bottom roller 123 of the wheel support mechanism 12 corresponding to the front wheel of the vehicle was specially designed as an irregularly shaped roller. The surface of this irregularly shaped roller is not a smooth cylindrical surface, but is processed into a cam structure or a pebble-like structure.

[0086] Technical effect: When the wheel rotates on the irregularly shaped roller, the uneven structure on the surface of the roller will apply a high-frequency impact load to the tire, simulating the vibration environment when the vehicle is driving on unpaved roads such as gravel roads, thereby testing the reliability of the vehicle suspension and body structure.

[0087] Example 4: Rigid Locking and Stable Support System

[0088] Continue to refer to Figure 1 This embodiment illustrates the locking mechanism after the vehicle platform 11 has been adjusted to the correct position. Although the worm gear has self-locking properties, relying solely on gear meshing for support during high-strength testing or prolonged load-bearing presents a risk of fatigue and insufficient rigidity. Therefore, this device incorporates an external auxiliary support system.

[0089] 1. Height-adjustable support mechanism 4

[0090] The road condition simulation device also includes multiple height-adjustable support mechanisms 4 and corresponding bases. These support mechanisms are connected between the edge of the vehicle platform 11 and the base.

[0091] Structural configuration: A high-load-bearing telescopic actuator (such as a heavy-duty hydraulic cylinder or electric lead screw) is preferably used. Both ends are hinged (ball joint or universal joint), connecting the bottom of the vehicle platform 11 and the base respectively, to accommodate the varying tilt angles of the platform.

[0092] The height-adjustable support mechanism 4 can be fully retracted before the slope adjustment mechanism 2 and the aspect adjustment mechanism 3 are adjusted, and then provide auxiliary support after the vehicle platform 11 is adjusted to the predetermined posture (specific tilt angle and inclination).

[0093] 2. Smart locking logic

[0094] Control device 7 is configured to perform the following locking steps:

[0095] Attitude maintenance: After the slope adjustment mechanism 2 and the slope adjustment mechanism 3 drive the vehicle platform 11 to the target attitude (such as tilt angle of 20 degrees and tilt deflection of 30 degrees), the main drive motor stops operating.

[0096] Length calculation: The control device 7 uses the built-in kinematic model to calculate in real time the theoretical length that each height-adjustable support mechanism 4 should have in the current posture, based on the current tilt angle data and inclination data.

[0097] Extension locking: The control device 7 drives multiple height-adjustable support mechanisms 4 to extend and retract synchronously until the calculated extension length is reached, so that its top end is in close contact with the bottom hinge point of the vehicle platform 11 and a pre-tightening force is applied.

[0098] Rigid support: At this time, the height-adjustable support mechanism 4 is locked (hydraulic valve closed or mechanically locked), forming a multi-point rigid support system together with the central main support structure.

[0099] The technical advantage of this implementation method is that it transfers most of the severe vibration and impact loads generated during vehicle testing to the external auxiliary support mechanism, thereby protecting the core precision rotary drive equipment, greatly extending the service life of the equipment, and ensuring the absolute stability of the test platform.

[0100] It should be understood that although this specification is described according to various embodiments, not every embodiment or implementation method contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0101] The above descriptions are merely illustrative embodiments of this application and are not intended to limit the scope of the embodiments of this application. Any equivalent changes, modifications, and combinations made by those skilled in the art without departing from the concept and principles of the embodiments of this application should fall within the protection scope of the embodiments of this application.

Claims

1. A road condition simulation device for vehicle testing, characterized in that, include: The vehicle support assembly (1) includes a vehicle support platform (11) and a plurality of wheel support mechanisms (12) disposed on the vehicle support platform (11), the wheel support mechanisms (12) being used to support the wheels of the vehicle to be tested; The slope adjustment mechanism (2) is configured to drive the vehicle platform (11) to rotate about a horizontal axis to adjust the tilt angle of the vehicle platform (11); Incline adjustment mechanism (3) is configured to drive the vehicle platform (11) to rotate about the normal of the vehicle platform (11) to adjust the tilt direction of the vehicle platform (11); A control device (7) is communicatively connected to the slope adjustment mechanism (2) and the aspect adjustment mechanism (3); and the control device (7) is configured to control the tilt adjustment mechanism (2) and / or the aspect adjustment mechanism (3) to adjust the attitude of the vehicle platform (11) according to road condition simulation instructions.

2. The road condition simulation device according to claim 1, characterized in that, The vehicle load-bearing assembly (1) also includes: Multiple lateral drive units are set on the vehicle platform (11). The multiple lateral drive units are matched with the number of wheels of the vehicle under test and are distributed in the front wheel lateral adjustment range (1111) and the rear wheel lateral adjustment range (1112) of the vehicle platform (11) to drive the corresponding wheel support mechanism (12) to move laterally. Multiple longitudinal drive units are disposed on the vehicle platform (11) for driving the corresponding wheel support mechanism (12) to move longitudinally; The control device (7) is also configured to control the operation of the lateral drive unit and / or longitudinal drive unit based on the wheelbase and track parameters of the vehicle under test, so that the positions of the plurality of wheel support mechanisms (12) match the wheel positions of the vehicle under test.

3. The road condition simulation device according to claim 2, characterized in that, Each of the lateral drive units includes a connecting plate (112), a first linear drive mechanism (113), and a first guide rail (114). One of the first linear drive mechanisms (113) is configured to drive one of the connecting plates (112) to adjust its position along the corresponding first guide rail (114). Furthermore, each of the connecting plates (112) forms a wheel longitudinal adjustment range (1113). as well as, Each of the longitudinal drive units includes a second linear drive mechanism (113) and a second guide rail (114) disposed on each connecting plate (112), a wheel support mechanism (12) is disposed in one of the longitudinal adjustment intervals (1113), and a second linear drive mechanism (113) is configured to drive a wheel support mechanism (12) to adjust its position along the corresponding second guide rail (114); The first linear drive mechanism (113) and the second linear drive mechanism (113) are also communicatively connected to the control device (7); the control device (7) is configured to control the operation of the lateral drive unit and / or the longitudinal drive unit, including the following steps: Control the operation of the first linear drive mechanism (113) corresponding to the front wheel lateral adjustment range (1111) and the rear wheel lateral adjustment range (1112), driving the connecting plate (112) to move laterally to adapt to the wheelbase of the vehicle under test; and / or, Control the operation of the second linear drive mechanism (113) corresponding to the longitudinal adjustment range (1113) to drive the corresponding wheel support mechanism (12) to move longitudinally to adapt to the wheelbase of the vehicle under test.

4. The road condition simulation device according to claim 1, characterized in that, The wheel support mechanism (12) is mounted on the vehicle platform (11) via a lifting assembly (6); The lifting assembly (6) includes a drive component (61) and a corresponding guide component (62). The drive component (61) is used to drive the wheel support mechanism (12) to lift relative to the vehicle platform (11). The drive component (61) is also communicatively connected to the control device (7). The control device (7) is also configured to independently control the operation of any one or more of the lifting components (6) to change the height of the corresponding wheel support mechanism (12).

5. The road condition simulation device according to claim 1, characterized in that, The road condition simulation device also includes multiple height-adjustable support mechanisms (4) and corresponding bases, each of the height-adjustable support mechanisms (4) being connected between the vehicle platform (11) and a corresponding base; wherein, the height-adjustable support mechanism (4) is also communicatively connected to the control device (7); The control device (7) is also configured to control the height-adjustable support mechanism (4) to lock the position of the vehicle platform (11) after the vehicle platform (11) reaches the target posture.

6. The road condition simulation device according to claim 5, characterized in that, The height-adjustable support mechanism (4) is a telescopic actuator, with its two ends hinged to the vehicle platform (11) and the base, respectively; wherein, the control device (7) is configured to control the movement of the plurality of height-adjustable support mechanisms (4) to maintain the fixed posture of the vehicle platform (11) includes the following steps: Based on the current tilt and inclination data of the vehicle platform (11), determine the required extension length for each of the height-adjustable support mechanisms (4); Drive multiple height-adjustable support mechanisms (4) to extend and retract to the corresponding extension length until their top ends are rigidly supported at the bottom hinge point of the vehicle platform (11).

7. The road condition simulation device according to claim 1, characterized in that, The slope adjustment mechanism (3) is disposed between the slope adjustment mechanism (2) and the vehicle support platform (11), and the slope adjustment mechanism (2) includes: Support (21), the base plate (211) of which is adapted to be supported on the ground; The swing frame (22) is hinged at its bottom end to the support (21) and its top surface is connected to the slope adjustment mechanism (3); A first rotary drive device (23) is connected to the support (21) and is configured to drive the swing frame (22) to swing relative to its axis of rotation.

8. The road condition simulation device according to claim 7, characterized in that, The first rotary drive device (23) includes: The first turntable bearing has its inner ring fixed on the support (21) and its outer ring connected to the swing frame (22); The first drive assembly includes a motor and a reducer, and is driven in conjunction with the bearing of the first turntable; The control device (7) is electrically connected to the first drive assembly and is configured to control the swing angle of the swing frame (22) according to the target slope value.

9. The road condition simulation device according to claim 7, characterized in that, The slope adjustment mechanism (3) includes a second rotary drive device, which includes: The second turntable bearing has its inner ring fixed to the top of the swing frame (22), and the top surface of its outer ring connected to the vehicle support platform (11) in the axial direction. The second drive assembly includes a motor and a reducer, and is driven in conjunction with the bearing of the second turntable; The control device (7) is electrically connected to the second drive assembly and is configured to control the deflection angle of the vehicle platform (11) according to the target slope inclination value.

10. The road condition simulation device according to claim 1, characterized in that, The wheel support mechanism (12) includes: The bracket (121) has a wheel bearing groove formed on its top; Multiple rotating shafts (122) are arranged in parallel at the front, rear and bottom of the wheel bearing groove; Multiple rollers (123) are respectively mounted on the multiple rotating shafts (122).

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