Cab rollover test fixture

Abstract

The application provides a cab rollover test tool. The cab rollover test tool comprises a cab simulation module, the cab simulation module at least comprising a simulation chassis and a counterweight box, the counterweight box having a first adjusting space, the counterweight box being movably arranged on the simulation chassis, and a counterweight block being arranged in the first adjusting space; a suspension adjusting module comprising a front suspension adjusting assembly and a rear suspension adjusting assembly, one end of the front suspension adjusting assembly being connected with a floor, the other end of the front suspension adjusting assembly being connected with the simulation chassis through a front suspension system, one end of the rear suspension adjusting assembly being connected with the floor, the other end of the rear suspension adjusting assembly being connected with the simulation chassis through a rear suspension system; one end of a hydraulic cylinder adjusting module being connected with the floor, the other end of the hydraulic cylinder adjusting module being connected with the simulation chassis through a hydraulic cylinder assembly; and a control module being connected with the hydraulic cylinder assembly through a hydraulic oil pipe. The cab rollover test tool solves the problem of poor centroid and attitude simulation effect of a cab.

Description

Technical Field

[0001] This invention relates to the field of vehicle body product testing technology, and more specifically, to a cab rollover test fixture. Background Technology

[0002] The cab is a crucial component of commercial vehicles. During commercial vehicle product development, the cab tilting mechanism must undergo durability testing to evaluate whether the developed tilting mechanism meets safety and performance requirements. Simultaneously, the cab's tilting speed, tilting smoothness, and angular deviation during the tilting process should be monitored to ensure the tilting process meets development expectations and minimizes damage to other vehicle components.

[0003] In the existing technology, the performance of the tilting locking mechanism can be verified by cylinder assistance, but the following problems exist: the cab simulation device can only simulate weight and cannot simulate the position of the cab's center of gravity, so the cab tilting posture does not conform to reality; the suspension system is incomplete, and only the locking mechanism is verified, with the tilting relying on external force; only the durability and reliability of a certain component are verified, and the tilting process of the cab assembly is not verified.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] The main objective of this invention is to provide a cab rollover test fixture to solve the problem of poor simulation effect of cab center of gravity and posture in the prior art.

[0006] To achieve the above objectives, according to one aspect of the present invention, a cab rollover test fixture is provided, comprising: a cab simulation module, the cab simulation module including at least a simulation chassis and a counterweight box, the counterweight box having a first adjustment space, the counterweight box being movably disposed on the simulation chassis, a counterweight block being disposed within the first adjustment space, the counterweight block being movably disposed within the first adjustment space to adjust the center of gravity position of the counterweight box on the simulation chassis; a suspension adjustment module, the suspension adjustment module including a front suspension adjustment assembly and a rear suspension adjustment assembly, one end of the front suspension adjustment assembly being connected to the floor, the other end of the front suspension adjustment assembly being connected to the simulation chassis via a front suspension system, one end of the rear suspension adjustment assembly being connected to the floor, and the other end of the rear suspension adjustment assembly being connected to the simulation chassis via a rear suspension system; a hydraulic cylinder adjustment module, one end of the hydraulic cylinder adjustment module being connected to the floor, and the other end of the hydraulic cylinder adjustment module being connected to the simulation chassis via a hydraulic cylinder assembly; and a control module, the control module being connected to the hydraulic cylinder assembly via a hydraulic oil pipe, the control module being used to control the hydraulic cylinder assembly to push and pull the simulation chassis to roll over.

[0007] Furthermore, the cab rollover test fixture also includes a detection module, which includes: a rollover attitude sensing unit, which is connected to the simulated chassis and electrically connected to the control module, and is used to detect at least the rollover angle and rollover speed of the counterweight box; and a hydraulic monitoring unit, which is connected to the hydraulic cylinder assembly and electrically connected to the control module, and is used to monitor the oil temperature and oil pressure of at least one of the hydraulic cylinder assembly and hydraulic oil pipes.

[0008] Furthermore, the cab rollover test fixture also includes a locking mechanism, which includes a locking component and a mating component. The locking component is connected to either the simulated chassis or the rear suspension system, and the mating component is connected to the other component of the simulated chassis or the rear suspension system. The locking component and the mating component have a locked state of mating connection and a separated state. When the locking component and the mating component are in the locked state, the simulated chassis is connected to the rear suspension system. When the locking component and the mating component are in the separated state, the simulated chassis is separated from the rear suspension system, so that the simulated chassis can be rolled over.

[0009] Furthermore, the cab simulation module also includes an adjustment fixture. Multiple mounting points are set on the simulated chassis, and these mounting points are spaced apart along the length of the simulated chassis. One side of the adjustment fixture can be set at any mounting point, and the other side of the adjustment fixture is slidably connected to the counterweight box along the height of the simulated chassis, so that the counterweight box can be adjusted along the height and length of the simulated chassis.

[0010] Furthermore, the front suspension adjustment assembly includes: a first adjustment base, the top of which is provided with a first sliding guide structure, at least a portion of which extends along the width direction of the simulated chassis; a first suspension clamp, which is slidably connected to the first adjustment base via the first sliding guide structure, and there are two first suspension clamps, which are arranged opposite to each other along the width direction of the simulated chassis, and each first suspension clamp is connected to a lower mounting point of a front suspension system; wherein, the two first suspension clamps adjust the relative distance to adjust the distance of the front suspension system along the width direction of the simulated chassis.

[0011] Furthermore, the rear suspension adjustment assembly includes: a second adjustment base, on which a second sliding guide structure is provided, at least a portion of which extends along the height direction of the simulated chassis, and the second adjustment base having a second adjustment space; an adjustment rod connected to the second adjustment base and disposed within the second adjustment space; and an adjustment plate, one side of which is movably connected to the adjustment rod along the height direction of the simulated chassis, and the adjustment plate is slidably connected to the second adjustment base along the height direction of the simulated chassis via the second sliding guide structure, and the other side of which is provided with a third sliding guide structure, at least a portion of which extends along the width direction of the simulated chassis.

[0012] Furthermore, the rear suspension adjustment assembly also includes: a second suspension clamp, which is slidably connected to the adjustment plate via a third sliding guide structure; there are two second suspension clamps, which are arranged opposite each other along the width direction of the simulated chassis, and each second suspension clamp is connected to a lower mounting point of a rear suspension system; a threaded guide sleeve, which is connected to the adjustment plate; an external thread is provided on the outer surface of the adjustment rod; the threaded guide sleeve is sleeved on the adjustment rod; an internal thread is provided on the inner surface of the threaded guide sleeve; and the height of the threaded guide sleeve is adjusted by rotating the adjustment rod; wherein, the two second suspension clamps adjust the relative distance to adjust the distance of the rear suspension system along the width direction of the simulated chassis, and / or, the adjustment plate adjusts the distance of the rear suspension system along the height direction of the simulated chassis by moving along the extension direction of the adjustment rod.

[0013] Furthermore, the hydraulic cylinder adjustment module includes: a third adjustment base, the third adjustment base being provided with a fourth sliding guide structure, at least a portion of the fourth sliding guide structure extending along the height direction of the simulated chassis; a hydraulic cylinder clamp, one end of the hydraulic cylinder clamp being slidably connected to the adjustment plate via the fourth sliding guide structure, the other end of the hydraulic cylinder clamp being connected to the hydraulic cylinder assembly, and the hydraulic cylinder clamp adjusting the height of the hydraulic cylinder assembly by moving along the extension direction of the fourth sliding guide structure.

[0014] Furthermore, the cab rollover test fixture also includes a fastening module, which includes multiple fastening sliders. Some of the fastening sliders are connected to either the second sliding guide structure or the adjusting plate via bolts. The fastening sliders have a first fastened state that locks the adjusting plate and a first unlocked state that allows the adjusting plate to slide relative to the second sliding guide structure. And / or, some of the fastening sliders are connected to either the fourth sliding guide structure or the hydraulic cylinder clamp via bolts. The fastening sliders have a second fastened state that locks the hydraulic cylinder clamp and a second unlocked state that allows the hydraulic cylinder clamp to slide relative to the fourth sliding guide structure.

[0015] Furthermore, the cab rollover test fixture also includes a transition connection assembly, which includes: a front suspension transition piece, one end of which is connected to the simulated chassis, and the other end of which is connected to the front suspension system; a rear suspension transition piece, one end of which is connected to the simulated chassis, and the other end of which is connected to the rear suspension system; and a hydraulic cylinder transition piece, one end of which is connected to the simulated chassis, and the other end of which is connected to the hydraulic cylinder assembly; wherein, any one of the locking part and the mating part is connected to the rear suspension system through the rear suspension transition piece, and the other one of the locking part and the mating part is connected to the simulated chassis.

[0016] By applying the technical solution of this invention, a movable counterweight box is set on the simulated chassis, and a counterweight block can be set within the first adjustment space of the counterweight box, and the position of the counterweight block in the first adjustment space can be adjusted. This allows for the adjustment of the center of gravity and mass of the cab simulation module, resulting in a good simulation effect and flexible and reliable adjustment. Simultaneously, the tooling integrates the suspension system, hydraulic cylinder adjustment module, and control module. The rotation of the cab simulation module is adjusted through the hydraulic cylinder assembly, enabling the hydraulic cylinder assembly, front suspension system, and rear suspension system to complete a full rollover action according to the actual vehicle's geometry and mass distribution without the involvement of the cab and frame. This allows for simultaneous verification of the dynamic characteristics of the entire cab rollover process in the early stages of development, reducing dependence on vehicle resources, shortening the development cycle, and improving the reliability and versatility of the suspension system design. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of an embodiment of the cab rollover test fixture according to the present invention is shown;

[0019] Figure 2 A schematic diagram of an embodiment of the driver's cab simulation module according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a structure of an embodiment of the front suspension adjustment assembly according to the present invention is shown;

[0021] Figure 4 A schematic diagram of the structure of a first embodiment of the rear suspension adjustment assembly according to the present invention is shown;

[0022] Figure 5 A schematic diagram of a second embodiment of the rear suspension adjustment assembly according to the present invention is shown;

[0023] Figure 6A schematic diagram of an embodiment of the hydraulic cylinder adjustment module according to the present invention is shown;

[0024] Figure 7 A schematic diagram of a structure of an embodiment of the transition connection component according to the present invention is shown;

[0025] Figure 8 A structural schematic diagram of an embodiment of the fastening module according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 1. Driver's cab simulation module; 100. First adjustment space; 11. Simulated chassis; 12. Counterweight box; 13. Adjustment clamp;

[0028] 2. Suspension adjustment module; 200. Second adjustment space; 21. Front suspension adjustment assembly; 211. First adjustment base; 212. First sliding guide structure; 213. First suspension clamp; 22. Rear suspension adjustment assembly; 221. Second adjustment base; 222. Second sliding guide structure; 223. Adjustment rod; 224. Adjustment plate; 225. Third sliding guide structure; 226. Second suspension clamp; 227. Threaded guide sleeve;

[0029] 3. Front suspension system;

[0030] 4. Rear suspension system;

[0031] 5. Hydraulic cylinder adjustment module; 51. Third adjustment base; 52. Fourth sliding guide structure; 53. Hydraulic cylinder clamp;

[0032] 6. Hydraulic cylinder assembly;

[0033] 7. Control module; 71. Hydraulic oil pipe;

[0034] 8. Detection module; 81. Flip posture sensing unit;

[0035] 9. Fastening module; 90. Fastening slider;

[0036] 10. Transition connection assembly; 101. Front suspension transition piece; 102. Rear suspension transition piece; 103. Hydraulic cylinder transition piece. Detailed Implementation

[0037] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0040] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0041] The existing hydraulic cylinder durability testing bench and the parameter acquisition and calibration for the cab rollover process have the following technical problems:

[0042] 1) In the durability test of the tilting hydraulic cylinder, factors such as the weight of the cab, the position of the cab's center of gravity, and the position of the fixed point on the hydraulic cylinder all affect the durability performance of the hydraulic cylinder. However, the conditions for whole vehicle testing are only available in the late stage of development. Using whole vehicle for testing carries a high risk of delay and will result in significant losses if it fails.

[0043] 2) During the cab rollover process, factors such as the cab's weight, center of gravity position, and hydraulic cylinder arrangement all affect the cab's rollover posture and speed. However, the conditions for full-vehicle testing are only available in the late stages of development; using a full-vehicle for testing carries a high risk of delays and significant losses should failure occur.

[0044] Combination Figures 1 to 8As shown in the figure, according to a specific embodiment of this application, a cab rollover test fixture is provided.

[0045] Specifically, such as Figures 1 to 5 As shown, the cab rollover test fixture includes a cab simulation module 1, a suspension adjustment module 2, a hydraulic cylinder adjustment module 5, and a control module 7. The cab simulation module 1 includes at least a simulation chassis 11 and a counterweight box 12. The counterweight box 12 has a first adjustment space 100 and is movably mounted on the simulation chassis 11. A counterweight block is provided in the first adjustment space 100 and is movably mounted therein to adjust the center of gravity position of the counterweight box 12 on the simulation chassis 11. The suspension adjustment module 2 includes a front suspension adjustment assembly 21 and a rear suspension adjustment assembly 22. One end of the front suspension adjustment assembly 21 is connected to the floor, and the other end of the front suspension adjustment assembly 21 is connected to the simulation chassis 11 through the front suspension system 3. One end of the rear suspension adjustment assembly 22 is connected to the floor, and the other end of the rear suspension adjustment assembly 22 is connected to the simulation chassis 11 through the rear suspension system 4. One end of the hydraulic cylinder adjustment module 5 is connected to the floor, and the other end of the hydraulic cylinder adjustment module 5 is connected to the simulation chassis 11 through the hydraulic cylinder assembly 6. The control module 7 is connected to the hydraulic cylinder assembly 6 through the hydraulic oil pipe 71. The control module 7 is used to control the hydraulic cylinder assembly 6 to push and pull the simulation chassis 11 to rotate.

[0046] By applying the technical solution of this embodiment, a movable counterweight box 12 is set on the simulated chassis 11, and a counterweight block is set in the first adjustment space 100 of the counterweight box 12, and the position of the counterweight block in the first adjustment space 100 is adjusted. This allows for the adjustment of the center of gravity position and mass of the cab simulation module 1, resulting in a good simulation effect and flexible and reliable adjustment. Simultaneously, the tooling integrates the suspension system, hydraulic cylinder adjustment module 5, and control module 7. The hydraulic cylinder assembly 6 adjusts the rotation of the cab simulation module 1, enabling the hydraulic cylinder assembly 6, front suspension system 3, and rear suspension system 4 to complete a full rollover action according to the actual vehicle geometry and mass distribution without the involvement of the cab and frame. This allows for simultaneous verification of the dynamic characteristics of the entire cab rollover process in the early stages of development, reducing dependence on vehicle resources, shortening the development cycle, and improving the reliability and versatility of the suspension system design.

[0047] It should be noted that the first adjustment space 100 extends along the width direction of the simulated chassis, so that the counterweight block in the first adjustment space 100 can be set along the width direction of the simulated chassis, thereby realizing the adjustment of the center of gravity of the cab simulation module 1 along the width direction.

[0048] Furthermore, the cab rollover test fixture also includes a detection module 8, which includes a rollover attitude sensing unit 81 and a hydraulic monitoring unit. The rollover attitude sensing unit 81 is connected to the simulated chassis 11 and electrically connected to the control module 7. The rollover attitude sensing unit 81 is used to detect at least the rollover angle and rollover speed of the counterweight box 12. The hydraulic monitoring unit is connected to the hydraulic cylinder assembly 6 and electrically connected to the control module 7. The hydraulic monitoring unit is used to monitor the oil temperature and oil pressure of at least one of the hydraulic cylinder assembly 6 and hydraulic oil pipes 71. The rollover attitude sensing unit 81 is used to sense the three-dimensional attitude changes of the counterweight box 12 and the simulated chassis 11 during the rollover process, including the acquisition of data on rollover speed, angle, ride comfort, and roll angle. It can reflect the characteristics of the cab's movement around the axis of rotation under the action of the suspension system, making up for the shortcomings of traditional methods that only focus on the durability of the locking mechanism and ignore the overall kinematic performance. The hydraulic monitoring unit includes a temperature sensor and a pressure sensor, which can collect the oil pressure and oil temperature changes inside the hydraulic system. By transmitting sensor data to the control module 7 in real time, a comprehensive evaluation of key performance indicators such as rollover smoothness, system response consistency, and hydraulic system stability is achieved. Without relying on the vehicle platform, an independent, closed-loop test perception system is constructed, so that the entire rollover process, from mechanical motion to hydraulic drive, is under quantifiable and traceable monitoring.

[0049] Furthermore, the cab rollover test fixture also includes a locking mechanism, which comprises a locking component and a mating component. The locking component is connected to either the simulated chassis 11 or the rear suspension system 4, and the mating component is connected to the other of the simulated chassis 11 and the rear suspension system 4. The locking component and the mating component have a locked state and a disengaged state. When the locking component and the mating component are in the locked state, the simulated chassis 11 is connected to the rear suspension system 4; when the locking component and the mating component are in the disengaged state, the simulated chassis 11 is separated from the rear suspension system 4, allowing the simulated chassis 11 to roll over. Through the mechanical cooperation of the locking component and the mating component, the connection and rapid separation between the simulated chassis 11 and the rear suspension system 4 are achieved, which can reproduce the working condition of a commercial vehicle cab being controlled by a locking mechanism for rollover start and stop in actual use. When a rollover test is required, the locking parts disengage from the mating parts, releasing the constraints and simulating the chassis 11 freely rolling around the suspension shaft under the drive of the hydraulic cylinder, realistically reproducing the entire process of the cab being unlocked and rolled over by the hydraulic system.

[0050] In one embodiment of this application, the locking mechanism is a hydraulic lock. Through the hydraulic action of the hydraulic system in the hydraulic cylinder assembly 6, when the hydraulic pressure exceeds the locking threshold of the hydraulic lock, it can automatically unlock. The hydraulic cylinder then lifts the cab simulation module 1 to simulate a cab rollover. By using a hydraulic lock, the cab structure and rollover conditions can be simulated more realistically, ensuring that the load changes of the hydraulic system, the rollover inertial response, and the dynamic characteristics of the system during the test are representative of real-world conditions.

[0051] Furthermore, such as Figure 1 , Figure 2 As shown, the driver's cab simulation module 1 also includes an adjusting clamp 13. Multiple mounting points are provided on the simulated chassis 11, spaced apart along the length of the simulated chassis. One side of the adjusting clamp 13 can be selectively positioned at any of the mounting points, and the other side of the adjusting clamp 13 is slidably connected to the counterweight box 12 along the height direction of the simulated chassis, allowing the counterweight box 12 to be adjusted along both the height and length directions of the simulated chassis. The adjusting clamp 13, in conjunction with the multiple mounting points spaced apart along the length direction on the simulated chassis 11, enables flexible positioning of the counterweight box 12 in three-dimensional space. Since the adjusting clamp 13 is used to hold the counterweight box 12, the center of gravity can be adjusted along the length direction of the simulated chassis. Simultaneously, the adjusting clamp 13 and the counterweight box 12 are slidably connected along the height direction, allowing the counterweight box 12 to rise and fall freely in the vertical direction, thus enabling adjustment of the center of gravity height. This setup, through modular and selectable mechanical coupling, enables the counterweight system to adapt to complex working conditions where the center of gravity distribution varies along the length of the cab of various vehicle models and the center of gravity shifts along the height. Without replacing the entire simulation device, the center of gravity can be fully reproduced in all dimensions by adjusting the installation position and sliding height of the clamp 13.

[0052] Furthermore, such as Figure 3As shown, the front suspension adjustment assembly 21 includes a first adjustment base 211 and a first suspension clamp 213. The top of the first adjustment base 211 is provided with a first sliding guide structure 212, at least a portion of which extends along the width direction of the simulated chassis. The first suspension clamp 213 is slidably connected to the first adjustment base 211 via the first sliding guide structure 212. There are two first suspension clamps 213, which are arranged opposite each other along the width direction of the simulated chassis. Each first suspension clamp 213 is connected to a lower mounting point of a front suspension system 3. The two first suspension clamps 213 adjust their relative distance to adjust the distance of the front suspension system 3 along the width direction of the simulated chassis. The first sliding guide structure 212 extends along the width of the simulated chassis 11, providing a stable and parallel sliding path for the two first suspension clamps 213. The two first suspension clamps 213 are respectively connected to the left and right lower mounting points of the front suspension system 3, thereby achieving stepless adjustment of the lateral distance between the two mounting points. Through the combination of mechanical guidance and clamp sliding, the device can match the wide range of differences in the lateral arrangement of the front suspension in light-duty to heavy-duty commercial vehicles. There is no need to replace the base or re-weld the positioning structure; adaptation can be completed simply by sliding the clamps and locking the position. It can realistically reproduce the lateral spatial relationship between the front suspension system and the chassis in a real vehicle, ensuring that the force path, torque transmission path, and rollover coordination posture of the front suspension are completely consistent with the real vehicle during the test, avoiding rollover skew, abnormal lateral load, or asymmetrical load on the hydraulic system caused by installation deviations.

[0053] Furthermore, such as Figure 4 , Figure 5As shown, the rear suspension adjustment assembly 22 includes a second adjustment base 221, an adjustment rod 223, and an adjustment plate 224. The second adjustment base 221 is provided with a second sliding guide structure 222, at least a portion of which extends along the height direction of the simulated chassis. The second adjustment base 221 has a second adjustment space 200. The adjustment rod 223 is connected to the second adjustment base 221 and is disposed within the second adjustment space 200. One side of the adjustment plate 224 is movably connected to the adjustment rod 223 along the height direction of the simulated chassis. The adjustment plate 224 is slidably connected to the second adjustment base 221 along the height direction of the simulated chassis via the second sliding guide structure 222. The other side of the adjustment plate 224 is provided with a third sliding guide structure 225, at least a portion of which extends along the width direction of the simulated chassis. The second sliding guide structure 222, extending along the height direction on the second adjustment base 221, provides a stable vertical sliding path for the adjustment plate 224, allowing the adjustment plate 224 to move up and down along the height direction of the simulated chassis 11, thereby matching the vertical position of the rear suspension mounting point on the actual vehicle. The third sliding guide structure 225, extending along the width direction on the other side of the adjustment plate 224, provides lateral positioning capability for the rear suspension system 4, allowing the distance between the left and right rear suspension mounting points to be adjusted independently to adapt to the differences in the lateral arrangement of the rear suspensions of different vehicle models. Through the coupling and linkage of height adjustment and width adjustment, the rear suspension system 4 is reproduced with high precision and multiple degrees of freedom in three-dimensional space. It can realistically restore the installation height and lateral spacing relationship of the rear suspension system 4 relative to the chassis in the actual vehicle, ensuring that the mechanical transmission path and rotation center of the rear suspension during the flipping process are completely consistent with the actual working conditions, avoiding systematic errors such as distortion of the flipping angle, abnormal hydraulic cylinder load, or amplified center of gravity shift caused by installation height deviation.

[0054] Specifically, the rear suspension adjustment assembly 22 also includes a second suspension clamp 226 and a threaded guide sleeve 227. The second suspension clamp 226 is slidably connected to the adjustment plate 224 via a third sliding guide structure 225. There are two second suspension clamps 226, which are arranged opposite to each other along the width direction of the simulated chassis. Each second suspension clamp 226 is connected to a lower mounting point of a rear suspension system 4. The threaded guide sleeve 227 is connected to the adjustment plate 224, and the adjustment rod 223... An external thread is provided on the outer surface of the adjusting rod 223. A threaded guide sleeve 227 is fitted onto the adjusting rod 223. An internal thread is provided on the inner surface of the threaded guide sleeve 227. The height of the threaded guide sleeve 227 is adjusted by rotating the adjusting rod 223. The two second suspension clamps 226 adjust the relative distance to adjust the distance of the rear suspension system 4 along the width direction of the simulated chassis, and / or the adjusting plate 224 adjusts the distance of the rear suspension system 4 along the height direction of the simulated chassis by moving along the extension direction of the adjusting rod 223. The external thread on the outer surface of the adjusting rod 223 and the internal thread on the inner surface of the threaded guide sleeve 227 form a meshing transmission relationship. When the operator rotates the adjusting rod 223, its external thread screws in or out along the internal thread of the threaded guide sleeve 227, thereby driving the adjusting plate 224 to smoothly and accurately rise and fall in the vertical direction within the second adjusting space 200, realizing the adjustment of the installation height of the rear suspension system 4.

[0055] In this embodiment, as Figure 4 , Figure 5 As shown, an adjusting handwheel is provided at the upper end of the adjusting rod 223. By manually rotating the adjusting handwheel, the adjusting rod 223 can be engaged with the threaded guide sleeve 227, thereby adjusting the height of the adjusting plate 224.

[0056] It should be noted that by using a threaded fit between the adjusting rod 223 and the threaded guide sleeve 227, a threaded self-locking structure can also be used between the two to lock the height of the adjusting plate 224, thereby improving the system rigidity and data acquisition reliability during the test and avoiding distortion of the flipping posture caused by height drift.

[0057] Furthermore, such as Figure 6As shown, the hydraulic cylinder adjustment module 5 includes a third adjustment base 51 and a hydraulic cylinder clamp 53. The third adjustment base 51 is provided with a fourth sliding guide structure 52, at least a portion of which extends along the height direction of the simulated chassis. One end of the hydraulic cylinder clamp 53 is slidably connected to the adjustment plate 224 via the fourth sliding guide structure 52, and the other end is connected to the hydraulic cylinder assembly 6. The hydraulic cylinder clamp 53 adjusts the height of the hydraulic cylinder assembly 6 by moving along the extension direction of the fourth sliding guide structure 52. Through the vertical guiding structure of the third adjustment base 51 and the fourth sliding guide structure 52, the hydraulic cylinder assembly 6 can be independently adjusted in the height direction. The fourth sliding guide structure 52 extends along the height direction of the simulated chassis, providing a stable and low-friction vertical sliding path for the hydraulic cylinder clamp 53, ensuring that the verticality of the axis and the consistency of movement are maintained during the lifting process; one end of the hydraulic cylinder clamp 53 is slidably connected to the adjusting plate 224 through the guide structure, and the other end is rigidly fixed to the hydraulic cylinder assembly 6, realizing precise adjustment of the vertical position of the lower mounting point of the hydraulic cylinder.

[0058] In this embodiment, an independent height adjustment module allows for individual adjustment of the vertical installation height of the hydraulic cylinder after the simulated chassis 11 and rear suspension positions are fixed. This accurately replicates the hydraulic cylinder's spatial posture and mechanical path in the actual vehicle, ensuring that the extension and retraction axis of the hydraulic cylinder is completely consistent with the actual working conditions during the rollover process. This improves the realism of the working conditions in the hydraulic cylinder durability test and avoids unexpected load distribution and fatigue failure modes caused by misjudgment of the installation height.

[0059] Furthermore, such as Figure 8 As shown, the cab rollover test fixture also includes a fastening module 9, which comprises multiple fastening sliders 90. Some of the fastening sliders 90 are connected to either the second sliding guide structure 222 or the adjusting plate 224 via bolts. Each fastening slider 90 has a first fastened state where it locks the adjusting plate 224, and a first unlocked state where it allows the adjusting plate 224 to slide relative to the second sliding guide structure 222. Alternatively, some of the fastening sliders 90 are connected to either the fourth sliding guide structure 52 or the hydraulic cylinder clamp 53 via bolts. Each fastening slider 90 has a second fastened state where it locks the hydraulic cylinder clamp 53, and a second unlocked state where it allows the hydraulic cylinder clamp 53 to slide relative to the fourth sliding guide structure 52. The fastening module 9 employs a modular fastening slider 90 structure, constructing a multi-point independent, rapid locking and releasing mechanical locking system, thus achieving the positioning of the height adjustment mechanism. Meanwhile, a universal fastening slider 90 is adopted to realize a shared locking mechanism for multiple systems. By adapting different adjustment components through a standardized structure, the modularity of the tooling and the reusability of parts are greatly improved. By independently controlling the locking state of the rear suspension and the hydraulic cylinder, the needs of multi-parameter collaborative calibration under complex working conditions are met.

[0060] In one embodiment of this application, the fastening slider 90 can independently and quickly lock and release the second sliding guide structure 222 and the adjusting plate 224. When in the first fastening state, the fastening slider 90 completely limits the adjustment plate 224 and the second sliding guide structure 222 through the clamping action, eliminating relative movement and ensuring that the height position of the rear suspension is absolutely stable during the test loading process, preventing displacement drift caused by vibration, impact or hydraulic reaction force. When switching to the first unlocking state, the fastening slider is released, and the adjusting plate 224 can slide freely along the guide structure to realize the reset and fine adjustment of the height.

[0061] In another embodiment of this application, the fastening slider 90 is connected to the fourth sliding guide structure 52 or the hydraulic cylinder clamp 53 by bolts, and performs the same second fastening / unlocking state switching on the height adjustment mechanism of the hydraulic cylinder assembly 6, so as to achieve reliable locking after the hydraulic cylinder installation height adjustment is completed.

[0062] Furthermore, such as Figure 7 As shown, the cab rollover test fixture also includes a transition connection assembly 10, which includes a front suspension transition piece 101, a rear suspension transition piece 102, and a hydraulic cylinder transition piece 103. One end of the front suspension transition piece 101 is connected to the simulated chassis 11, and the other end is connected to the front suspension system 3. One end of the rear suspension transition piece 102 is connected to the simulated chassis 11, and the other end is connected to the rear suspension system 4. One end of the hydraulic cylinder transition piece 103 is connected to the simulated chassis 11, and the other end is connected to the hydraulic cylinder assembly 6. Either the locking component or the mating component is connected to the rear suspension system 4 via the rear suspension transition piece 102, and the other component is connected to the simulated chassis 11. By adding a transition connection component 10, the connection between the simulated chassis 11 and the front suspension system 3, rear suspension system 4, and hydraulic cylinder assembly 6 is modularly transitioned. Among them, the rear suspension transition component 102, as a key connection intermediary, not only bears the force transmission function between the rear suspension system 4 and the simulated chassis 11, but also provides a flexibly configurable installation platform for the locking component and mating component. This allows either the locking component or the mating component to be connected to the rear suspension system 4 through the rear suspension transition component 102, while the other is directly fixed to the simulated chassis 11, thus getting rid of the limitation that the traditional locking mechanism must be directly adapted to the main structure of the rear suspension system 4. This design, through the adjustable shape and interface of the rear suspension transition component 102, achieves universal adaptation to rear suspension systems 4 of different models and different installation methods. Reliable locking can be completed without changing the original vehicle suspension structure, which significantly improves the compatibility of the test fixture and the efficiency of on-site deployment, while ensuring stability and safety during the flipping process.

[0063] This application also provides a preferred embodiment of a cab rollover test fixture. By simulating a real vehicle rollover, the suspension system is installed using a lower mounting module, and the cab simulation module 1 simulates the weight and center of gravity of the actual cab. An electric (manual) oil pump integrated into the suspension system drives the rollover hydraulic cylinder and unlocks the hydraulic lock. This causes the cab simulation module 1 to roll over according to the actual cab rollover posture. This achieves bench verification of the hydraulic cylinder's durability performance and the acquisition and calibration of parameters throughout the cab rollover process.

[0064] Specifically, the cab rollover test fixture consists of a cab simulation module 1, a transition connection assembly 10, a front suspension system 3, a rear suspension system 4, a suspension adjustment module 2, a hydraulic cylinder assembly 6, a hydraulic cylinder adjustment module 5, a control module 7, a proximity switch, and anti-tipping guardrails.

[0065] The cab simulation module 1 consists of a simulation chassis 11, a counterweight box 12, and an adjustment fixture 13. A tilting attitude sensing unit 81 is mounted on the simulation chassis 11. Counterweight blocks can be placed in the first adjustment space 100 inside the counterweight box 12. By adjusting the distribution of the internal counterweight blocks, the position of the center of gravity in the width direction of the simulation chassis can be adjusted, thus simulating the mass of the actual cab. The counterweight box 12 is mounted on the simulation chassis 11 via the adjustment fixture 13. The simulation chassis 11 has two rows of threaded holes on both its upper and lower surfaces for connecting other components. The counterweight box 12 can adjust the height of its center of gravity vertically via the adjustment fixture 13, and the combination of the counterweight box 12 and the adjustment fixture 13 allows for adjustment of the front-to-back position of the center of gravity along the length direction of the simulation chassis. The combination of these three components achieves complete simulation of the cab's center of gravity mass.

[0066] The transition connection assembly 10 includes a front suspension transition piece 101, a rear suspension transition piece 102, and a hydraulic cylinder transition piece 103. The transition connection assembly 10 is a special fixture that can be easily modified at the end to adapt to different site selection structures. The rear suspension transition piece 102 connects the cab simulation module 1 and the rear suspension system 4 with bolts.

[0067] The suspension adjustment module 2 includes a front suspension adjustment assembly 21 and a rear suspension adjustment assembly 22. The rear suspension adjustment assembly 22 consists of a screw adjustment handwheel, an adjustment rod 223, an adjustment plate 224, a second adjustment base 221, a second suspension clamp 226, a threaded guide sleeve 227, and a fastening slider 90. The second adjustment base 221 is fixed to the iron floor (or ground), and the second sliding guide structure 222 is fixed to the second adjustment base 221 by bolts. The adjustment plate 224 is connected to the second sliding guide structure 222 by bolts through the fastening slider 90 placed inside the groove of the second sliding guide structure 222. At the same time, the adjustment plate 224 is connected to the adjustment rod 223 through the threaded guide sleeve 227. Rotating the screw adjustment handwheel allows the adjustment plate 224 to be adjusted up and down along the second sliding guide structure 222. After reaching the specified position, tightening the bolts on the fastening slider 90 fixes the adjustment plate in place. The two second suspension clamps 226 are connected by a fastening slider 90 located in the groove of the third sliding guide structure 225, and can move left and right along the adjusting plate 224 to adjust their position. The lower fixing point of the rear suspension system 4 is connected to the two second suspension clamps 226 by bolts.

[0068] The hydraulic cylinder adjustment module 5, used to install the lower mounting hole of the hydraulic cylinder, consists of a third adjustment base 51 and a hydraulic cylinder clamp 53. The third adjustment base 51 is connected to the iron floor, and the hydraulic cylinder clamp 53 is bolted to the third adjustment base 51. The hydraulic cylinder clamp 53 is screwed onto a fastening slider 90 placed in the groove of the fourth sliding guide structure 52, allowing it to move up and down along the groove of the fourth sliding guide structure 52. After the lower mounting point of the hydraulic cylinder assembly 6 is fitted with the stud of the hydraulic cylinder clamp 53, it is tightened with a nut.

[0069] The front suspension adjustment assembly 21 consists of a first adjustment base 211 and a first suspension clamp 213. The first suspension clamp 213 is screwed to a fastening slider 90 located in the groove of the first sliding guide structure 212, and can move left and right along its structure to adapt to different suspension structures.

[0070] The cab simulation module 1 forms an upper fixture through the transition connection component 10, and a suspension system through the rear suspension system 4, the front suspension system, the hydraulic cylinder assembly 6 and the hydraulic oil pipe 71. The chassis simulation device is formed by the suspension adjustment module 2 and the hydraulic cylinder adjustment module 5, which together constitute the main part of the test fixture.

[0071] The control module 7, the detection module 8, and the hydraulic cylinder elongation sensor, oil pressure and oil temperature sensor built into the control module 7 constitute the control and data acquisition system.

[0072] The experimental procedure is as follows:

[0073] Based on the layout of the suspension system (verification object) on the actual vehicle, the front-rear distance between the mounting points of the front suspension system 3 and the rear suspension system 4 was measured. The distance between the front suspension adjustment assembly 21 and the rear suspension adjustment assembly 22 was confirmed based on the measurement results and fixed to the iron floor. The height difference between the mounting points of the front suspension system 3 and the rear suspension system 4 was measured, and the position of the adjustment plate 224 was adjusted. The position of the hydraulic cylinder mounting point was measured, the position of the hydraulic cylinder adjustment module 5 was adjusted, it was fixed to the iron floor, and the height of its internal hydraulic cylinder clamp 53 was adjusted.

[0074] Adjust the distance between the two first suspension clamps 213 according to the distance between the left and right lower mounting points of the front suspension system 3, and connect the front suspension system 3 to the front suspension adjustment assembly 21. Similarly, adjust the distance between the two second suspension clamps 226 according to the distance between the left and right lower mounting points of the rear suspension system 4, and connect the rear suspension system 4 to the rear suspension transition piece 102. Connect the lower point of the hydraulic cylinder to the adjusted hydraulic cylinder adjustment module 5 according to its actual position.

[0075] Based on the actual center of gravity and mass of the cab, counterweights are added to the counterweight box 12, and the center of gravity of the cab is reproduced by adjusting the position of the counterweight box 12. The mounting points on the suspension system are connected to the cab simulation module 1 via the transition connection assembly 10.

[0076] Connect the sensor, proximity switch, oil pipe, and control cabinet. Adjust the position of the proximity switch so that an opening signal is triggered when the cab is tilted into position. The drive oil source starts the hydraulic cylinder and suspension system, and the cab simulation module 1 begins to rotate around the rotation axis in the suspension system.

[0077] Collect and record the operating status of the suspension system during the rollover process, including oil temperature, oil pressure, and airbag status. Collect data on cab rollover posture, roll angle, rollover speed, angle, and ride comfort. Also conduct hydraulic cylinder durability tests.

[0078] As can be seen from the above description, the cab rollover test fixture in the above embodiments has the following beneficial effects:

[0079] 1) A counterweight box 12 is formed by using counterweight blocks. The counterweight box 12 is adjusted by the bracket to achieve the effect of accurately simulating the position and weight of the center of gravity of the cab.

[0080] 2) The cab tilting process can be verified in the early stages of product development by using the universal cab simulation module 1 and the tilting system installation mechanism.

[0081] 3) No cab, chassis, or other components are required for testing; only the suspension system is needed.

[0082] 4) By rationally arranging angle sensors, displacement sensors, and oil temperature and pressure sensors, data such as cab tilting posture, tilting speed, tilting angle, tilting smoothness, and cab tilt angle are collected, thus completing the monitoring of the entire tilting process.

[0083] 5) The adjustable range of the universal tilting system mounting mechanism can cover all commercial vehicle cab suspension systems and cab weight and center of gravity simulation in the domestic market.

[0084] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0085] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0086] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0087] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A cab rollover test fixture, characterized in that, include: A driver's cab simulation module (1) includes at least a simulation chassis (11) and a counterweight box (12). The counterweight box (12) has a first adjustment space (100). The counterweight box (12) is movably disposed on the simulation chassis (11). A counterweight block is disposed in the first adjustment space (100). The counterweight block is movably disposed in the first adjustment space (100) to adjust the center of gravity position of the counterweight box (12) on the simulation chassis (11). The suspension adjustment module (2) includes a front suspension adjustment component (21) and a rear suspension adjustment component (22). One end of the front suspension adjustment component (21) is connected to the floor, and the other end of the front suspension adjustment component (21) is connected to the simulation chassis (11) through the front suspension system (3). One end of the rear suspension adjustment component (22) is connected to the floor, and the other end of the rear suspension adjustment component (22) is connected to the simulation chassis (11) through the rear suspension system (4). Hydraulic cylinder adjustment module (5), one end of which is connected to the floor, and the other end of which is connected to the simulation chassis (11) through hydraulic cylinder assembly (6); The control module (7) is connected to the hydraulic cylinder assembly (6) via a hydraulic oil pipe (71). The control module (7) is used to control the hydraulic cylinder assembly (6) to push and pull the simulated chassis (11) to flip.

2. The cab rollover test fixture according to claim 1, characterized in that, The cab rollover test fixture also includes a detection module (8), which includes: A flip attitude sensing unit (81) is connected to the simulated chassis (11) and electrically connected to the control module (7). The flip attitude sensing unit (81) is used to detect at least the flip angle and flip speed of the counterweight box (12). A hydraulic monitoring unit is connected to the hydraulic cylinder assembly (6) and electrically connected to the control module (7). The hydraulic monitoring unit is used to monitor the oil temperature and oil pressure of at least one of the hydraulic cylinder assembly (6) and the hydraulic oil pipe (71).

3. The cab rollover test fixture according to claim 1 or 2, characterized in that, The cab rollover test fixture also includes a locking mechanism, which includes a locking component and a mating component. The locking component is connected to either the simulated chassis (11) or the rear suspension system (4), and the mating component is connected to the other of the simulated chassis (11) and the rear suspension system (4). The locking component and the mating component are in a locked state and in a separated state. When the locking component and the mating component are in the locked state, the simulated chassis (11) is connected to the rear suspension system (4). When the locking component and the mating component are in the separated state, the simulated chassis (11) is separated from the rear suspension system (4) so ​​that the simulated chassis (11) can be rolled over.

4. The cab rollover test fixture according to claim 3, characterized in that, The cab simulation module (1) also includes an adjustment fixture (13). The simulation chassis (11) is provided with multiple mounting points, which are spaced apart along the length of the simulation chassis. One side of the adjustment fixture (13) can be selected to be set at any of the mounting points, and the other side of the adjustment fixture (13) is slidably connected to the counterweight box (12) along the height of the simulation chassis, so that the counterweight box (12) can be adjusted along the height and length of the simulation chassis.

5. The cab rollover test fixture according to claim 4, characterized in that, The front suspension adjustment assembly (21) includes: A first adjustment base (211) is provided with a first sliding guide structure (212) at its top end, and at least a portion of the first sliding guide structure (212) extends along the width direction of the simulated chassis. The first suspension clamp (213) is slidably connected to the first adjustment base (211) through the first sliding guide structure (212). There are two first suspension clamps (213), which are arranged opposite to each other along the width direction of the simulated chassis. Each first suspension clamp (213) is connected to a lower mounting point of the front suspension system (3). The two first suspension clamps (213) adjust their relative distance to adjust the distance of the front suspension system (3) along the width direction of the simulated chassis.

6. The cab rollover test fixture according to claim 5, characterized in that, The rear suspension adjustment assembly (22) includes: The second adjustment base (221) is provided with a second sliding guide structure (222), at least a portion of which extends along the height direction of the simulated chassis, and the second adjustment base (221) has a second adjustment space (200). An adjusting rod (223) is connected to the second adjusting base (221) and is disposed within the second adjusting space (200); An adjustment plate (224) is provided. One side of the adjustment plate (224) is movably connected to the adjustment rod (223) along the height direction of the simulated chassis. The adjustment plate (224) is slidably connected to the second adjustment base (221) along the height direction of the simulated chassis via the second sliding guide structure (222). A third sliding guide structure (225) is provided on the other side of the adjustment plate (224). At least a portion of the third sliding guide structure (225) extends along the width direction of the simulated chassis.

7. The cab rollover test fixture according to claim 6, characterized in that, The rear suspension adjustment assembly (22) also includes: The second suspension clamp (226) is slidably connected to the adjustment plate (224) via the third sliding guide structure (225). There are two second suspension clamps (226), which are arranged opposite to each other along the width direction of the simulated chassis. Each second suspension clamp (226) is connected to a lower mounting point of the rear suspension system (4). A threaded guide sleeve (227) is connected to the adjusting plate (224). The outer surface of the adjusting rod (223) is provided with an external thread. The threaded guide sleeve (227) is sleeved on the adjusting rod (223). The inner surface of the threaded guide sleeve (227) is provided with an internal thread. The adjusting rod (223) adjusts the height of the threaded guide sleeve (227) by rotation. The two second suspension clamps (226) adjust the relative distance to adjust the distance of the rear suspension system (4) along the width direction of the simulated chassis, and / or the adjustment plate (224) adjusts the distance of the rear suspension system (4) along the height direction of the simulated chassis by moving along the extension direction of the adjustment rod (223).

8. The cab rollover test fixture according to claim 6 or 7, characterized in that, The hydraulic cylinder adjustment module (5) includes: The third adjustment base (51) is provided with a fourth sliding guide structure (52), at least a portion of which extends along the height direction of the simulated chassis. A hydraulic cylinder clamp (53) is provided, one end of which is slidably connected to the adjusting plate (224) via the fourth sliding guide structure (52), and the other end of which is connected to the hydraulic cylinder assembly (6). The hydraulic cylinder clamp (53) adjusts the height of the hydraulic cylinder assembly (6) by moving along the extension direction of the fourth sliding guide structure (52).

9. The cab rollover test fixture according to claim 8, characterized in that, The cab rollover test fixture also includes a fastening module (9), which includes a plurality of fastening sliders (90), wherein some of the fastening sliders (90) are connected to either the second sliding guide structure (222) or the adjusting plate (224) by bolts. The fastening sliders (90) have a first fastening state that locks the adjusting plate (224) and a first unlocking state that allows the adjusting plate (224) to slide relative to the second sliding guide structure (222). And / or, part of the fastening slider (90) is connected to either the fourth sliding guide structure (52) or the hydraulic cylinder clamp (53) by the bolt, the fastening slider (90) having a second fastened state that locks the hydraulic cylinder clamp (53) and a second unlocked state that allows the hydraulic cylinder clamp (53) to slide relative to the fourth sliding guide structure (52).

10. The cab rollover test fixture according to claim 3, characterized in that, The cab rollover test fixture also includes a transition connection assembly (10), which comprises: A front suspension transition piece (101) is provided, one end of which is connected to the simulated chassis (11), and the other end of which is connected to the front suspension system (3). A rear suspension transition piece (102) is provided, one end of which is connected to the simulated chassis (11), and the other end of which is connected to the rear suspension system (4). A hydraulic cylinder transition piece (103) is provided, one end of which is connected to the simulated chassis (11), and the other end of which is connected to the hydraulic cylinder assembly (6). Either the locking component or the mating component is connected to the rear suspension system (4) via the rear suspension transition component (102), and the other of the locking component or the mating component is connected to the simulated chassis (11).

Images