Return force performance testing device for steering gear

Abstract

The utility model discloses a steering gear aligning force performance testing device, which belongs to the technical field of automobile performance testing and comprises a testing table, a wheel end load mechanism is arranged on the testing table and comprises a bearing table and a loading table, a load mechanism is arranged on the loading table, and the loading table is connected with the wheel end load mechanism. The loading mechanism is provided with a loading rod which stretches and retracts towards the direction of the bearing table, and the acting position of the loading rod and the center position of the bearing table are arranged in a staggered mode. The bearing table is used for placing a tire, the loading table is used for placing a loading mechanism, loading force is applied to the tire through the loading mechanism, the stress condition of the tire during steering of an automobile is simulated, the end of the telescopic rod is the action position of the telescopic rod, and when the telescopic rod acts on the tire, the stress condition of the tire during steering can be simulated by loading the edge of the tire. Therefore, the rotation angle and the torque when the wheel end is loaded can be simulated more truly, and the aligning performance of the steering gear can be tested accurately.

Description

Technical Field

[0001] The utility model relates to an automobile simulation test device, more specifically, it relates to a steering gear return force performance test device. Background Art

[0002] EPS is the vehicle's electronic power steering system. When the driver turns the steering wheel, the torque sensor detects the torque and angle signals and sends them to the electronic control unit ECU. The ECU calculates the output target motor current based on the torque signal, angle signal, vehicle speed signal and the internally calibrated power curve. The motor generates torque under the current drive, drives the gear rack to move, and realizes power steering. In order to improve the self-centering and centering sense of the EPS system, an additional compensation torque toward the center point is added so that the steering wheel can have the characteristic of offsetting toward the center point, that is, the active self-centering function. The ECU determines whether the steering wheel is in the process of active self-centering based on input signals such as steering wheel torque, angle and vehicle speed. If it is in this process, the power motor is controlled to provide corresponding power to make the steering wheel return to the middle position quickly and smoothly. As an active safety system in the chassis domain, the correct execution of the EPS system's functions is related to the safety performance of the vehicle. Therefore, the active self-centering function should be fully tested and verified during the product development process.

[0003] For example: Chinese patent announcement number CN201569572U, announcement date September 1, 2010, the name of the utility model is electric power steering gear return test control device, the application discloses a steering gear return test device, including a steering wheel, a long support rod, a short support rod, and a test bench with upper and lower mounting plates, on which angle sensors and torque sensors are provided. The solution has a simple structure, is energy-saving and environmentally friendly, and has a return function, but the solution is tested on a power steering pipe assembly, and a complete simulation state cannot be performed, and the reliability of the test results is not high. Utility Model Content

[0004] The utility model overcomes the problem of unreliable test results of existing power steering return performance test devices, and provides a steering return force performance test device. The scheme can simulate the load on the wheel end during normal driving and accurately test the return performance of the steering gear.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions: a steering gear return force performance test device, including a test bench, a wheel end load mechanism is arranged on the test bench, the wheel end load mechanism includes a bearing platform and a loading platform, a load mechanism is arranged on the loading platform, a loading rod that is telescopic in the direction of the bearing platform is arranged on the loading mechanism, and the action position of the loading rod is staggered with the center position of the bearing platform. The bearing platform is used to place the tire, and the loading platform is used to place the load mechanism, and the load mechanism is used to apply a load force to the tire to simulate the stress condition of the tire when the car is turning, wherein the load mechanism includes a loading rod, which is a telescopic rod. When the telescopic rod is extended, it can apply pressure to the wheel end, and the end of the telescopic rod is its action position. When the telescopic rod acts on the tire, the edge of the tire is loaded to simulate the stress condition of the tire when turning, so that the turning angle and torque under the wheel end load can be more realistically simulated, and the steering gear return performance can be accurately tested.

[0006] Preferably, the load mechanism comprises a loading base, the loading platform is provided with a slide groove, the slide groove is arranged along the direction of the load platform, and the slide groove is slidably connected to the loading base. The slide groove on the loading platform can adjust the position of the load mechanism, thereby changing the distance from the load mechanism to the wheel end, so as to better simulate the size of its loading force, the angle of rotation and the size of the torque; and it is also conducive to the disassembly and assembly of the load mechanism.

[0007] Preferably, the slide grooves are provided in two groups, and the two groups of slide grooves are symmetrically arranged on the bearing platform relative to the center position of the bearing platform. The slide grooves are provided in two groups, so that the bearing mechanism can load the front side and the rear side of the wheel end respectively, thereby simulating the wheel end load when the tire turns left and right, and providing comprehensive simulation.

[0008] Preferably, the bearing platform is slidably connected to the loading platform, and the sliding direction is along the vertical direction. The bearing platform and the loading platform are slidably connected along the vertical direction, so that the height of the bearing platform relative to the loading platform can be changed. On the one hand, the loading rod can be loaded at different heights of the wheel end, and on the other hand, tires of different sizes can be loaded and tested, which has a wider applicability.

[0009] Preferably, the wheel end load mechanism comprises two, and the wheel end load mechanism is arranged on both sides of the test bench. One wheel end load mechanism is arranged on each side of the test bench, so as to perform load tests on the left and right tires of the vehicle from two directions.

[0010] Preferably, the test bench is provided with a receiving groove for receiving the wheel-end load mechanism, and the wheel-end load mechanism is detachably connected to the receiving groove. The receiving groove on the test bench is used to place the wheel-end load mechanism, and the position of the wheel-end load mechanism on the receiving groove can also be adjusted, thereby changing the distance between the two wheel-end load mechanisms, simulating different distances between two tires, and thus performing test simulations on power steering devices of large vehicles and small vehicles.

[0011] Preferably, the two wheel-end load mechanisms are staggered. This solution is a simulation test of the turning of the automobile tires. During the turning process of the automobile, the tires will be in a front-and-rear state, so the two wheel-end load mechanisms are staggered to place the tires in a front-and-rear state in the turning state, realizing a real simulation of the automobile driving process.

[0012] Preferably, the test bench is further provided with a control panel, which is provided with a seat. The control panel is used for the tester to operate, and the seat is used for the tester to sit, so that the tester can simulate the situation during the driving of the car and operate the steering wheel.

[0013] Preferably, the test bench is also provided with steps. Since the bearing platform and the loading platform have a certain height, the overall height of the test bench is usually high, and the height of the operating table is also relatively high, so the steps can facilitate the test personnel to get on and off the test bench.

[0014] Compared with the prior art, the beneficial effects of the utility model are: (1) it can simulate the wheel-end load more comprehensively and test the steering gear's return test performance more realistically; (2) it can adjust the distance between the two wheel-end load mechanisms to simulate the conditions of different vehicle models and has a wide range of applicability; (3) it is simple to operate and convenient for testers to implement; (4) it has a reasonable layout and is compatible with left-hand and right-hand steering systems; (5) the control software can achieve precise control of the drive and loading structures, and at the same time realize the collection, display and storage of test data; (6) through mechanical pressure, the wheel-end load can be adjusted in real time to simulate the steering load at different vehicle speeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is an axonometric drawing of the present utility model.

[0016] Figure 2 It is a top view of the utility model.

[0017] Figure 3 It is a schematic diagram of the wheel end load mechanism of the utility model.

[0018] Figure 4 This is a schematic diagram of Example 2 of the utility model.

[0019] In the figure: 1. test bench, 2. wheel end load mechanism, 3. load-bearing platform, 3.1. load-bearing support column, 3.1.1. guide groove, 3.2. load-bearing cross plate, 4. loading platform, 4.1. loading platform column, 4.1.1. guide rail, 4.2. loading cross plate, 5. load mechanism, 6. loading rod, 7. loading base, 8. slide groove, 9. receiving groove, 10. operating table, 11. seat, 12. step, 13. telescopic cylinder. DETAILED DESCRIPTION

[0020] The technical solution of the utility model is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0021] Example 1: Figures 1 to 3 The steering gear return force performance test device shown in the figure includes a test bench 1, two wheel-end load mechanisms 2 are arranged on the front side of the test bench 1, and the wheel-end load mechanisms 2 are respectively arranged at the left and right positions of the front side of the test bench 1. The wheel-end load mechanisms 2 include a loading platform 4 and a bearing platform 3. The loading platform 4 is an L-shaped structure, including a vertically arranged loading platform column 4.1 and a horizontally arranged loading cross plate 4.2. Reinforcing ribs are arranged on the loading platform column 4.1 and the loading cross plate 4.2 to improve the structural strength of the entire loading platform 4 and improve the load-bearing capacity A bearing platform 3 is provided on the side of the loading platform column 4.1, and the bearing platform 3 includes a bearing cross plate 3.2 and a bearing support column 3.1. Reinforcing ribs are also provided between the bearing cross plate 3.2 and the bearing support column 3.1 to improve the structural strength of the entire bearing platform 3 and its load-bearing capacity. The bearing support column 3.1 is fixedly connected to the loading platform column 4.1, and the height of the bearing cross plate 3.2 is higher than the height of the loading cross plate 4.2. It should also be noted that the supporting cross plate 3.2 is arranged in the length direction of the loading cross plate 4.2.

[0022] Two groups of slide grooves 8 are provided on the loading cross plate 4.2. The slide grooves 8 are arranged on the side of the loading cross plate 4.2 away from the supporting cross plate 3.2. The sliding direction of the slide grooves 8 is consistent with the length direction of the loading cross plate 4.2, and the two groups of slide grooves 8 are respectively arranged on both sides of the loading cross plate 4.2, and are symmetrically arranged about the center position on the bearing cross plate 3.2, so that the slide grooves 8 are not aligned with the center position of the bearing platform 3, that is, the loading rod 6 on the loading mechanism 5 is staggered from the center position of the bearing platform 3, so that the loading rod 6 can load the edge of the tire, one end of the slide groove 8 is in the middle of the loading cross plate 4.2, and the other end is connected to the edge of the loading cross plate 4.2, so as to facilitate the disassembly and assembly of the loading mechanism 5 on the slide groove 8.

[0023] The load mechanism 5 is slidably connected to the slide groove 8. The load mechanism 5 includes a loading base 7 and a loading rod 6. The loading base 7 is a structure of two parallel support plates. The tops of the support plates are connected as a whole through a connecting plate. A telescopic cylinder 13 is fixed above the connecting plate. The output end of the telescopic cylinder 13 is the loading rod 6. It should be noted that a slider that cooperates with the slide groove 8 is also provided at the bottom of the loading base 7. The slide groove 8 and the slider can be a convex groove and a convex block, so that the loading base 7 and the loading cross plate 4.2 can be fixedly matched.

[0024] The process of installing the load mechanism 5 on the slide groove 8 is as follows: first, align the slider on the loading base 7 with the slide groove 8 opening at the edge of the loading cross plate 4.2, then insert the slider into the slide groove 8, and push the entire slider to the end of the slide groove 8, so that the entire loading base 7 is located on the loading cross plate 4.2, and then the loading base 7 and the loading cross plate 4.2 can be fixed with bolts and other fixings to complete the coordination between the load mechanism 5 and the slide groove 8; when the slide groove 8 needs to be replaced, the bolts and other fixings are removed, and the slider under the loading base 7 is pulled out of the slide groove 8, and the second set of slide grooves is replaced, and the above assembly process is repeated.

[0025] The two sets of slide grooves 8 are installed corresponding to the front and rear sides of the supporting platform 3 respectively. The supporting platform 3 is used to support the tires on the wheel frame. The wheel frame is the front wheel frame of the car, including a steering gear return power system and a controllable steering wheel (the wheel frame is an existing technology and is not described in detail here). When the tire turns, including left turns and right turns, two sets of slide grooves 8 are required to adjust the loading rod 6 to load the front and rear sides of the wheel end.

[0026] like Figure 2 As shown, the wheel-end load mechanisms 2 on both sides of the test bench 1 are also staggered. When the wheel frame is turning left or right, the positions of the two tires are not flush, but are in a front-and-rear position. Two receiving grooves 9 are provided at the front bottom of the test bench 1, which are used to install the wheel-end load mechanisms 2 on the left and right sides respectively. The wheel-end load mechanisms 2 can be adjusted in position on the receiving grooves 9, that is, the wheel-end load mechanisms 2 and the receiving grooves 9 are detachably connected to meet the conditions of the wheel frame turning left or right. At the same time, the distance between the two wheel-end load mechanisms 2 can also be adjusted to accommodate various types of steering assemblies.

[0027] At the rear side of the test bench 1 is the tester's operating table 10, which is higher than the front side of the test bench 1. A seat 11 is provided on the operating table 10, and a sliding structure is also provided between the bottom of the seat 11 and the operating table 10, so that the seat 11 can be adjusted on the operating table 10. The seat 11 is used for the tester to sit, so that the tester can simulate the situation during the driving of the car and operate the steering wheel. Since the bearing platform 3 and the loading platform 4 have a certain height, the overall height of the test bench 10 will be relatively high, and the height of the operating table 10 is also relatively high, so a step 12 is also provided on the side of the operating table 10, and the step 12 can facilitate the tester to get on and off the test bench 1.

[0028] The overall testing process of this solution is as follows.

[0029] First, the preparation work of the test device is completed, and each structure is installed in place, and the wheel frame is placed on the test bench 1, so that the two tires are placed on the two bearing platforms 3 respectively.

[0030] Then the test was carried out with the EPS active self-centering function turned off.

[0031] The test personnel rotate the steering wheel and then load the wheel end through the loading rod 6 on the loading mechanism 5, simulating and recording the steering wheel angle and time curves at different vehicle speeds.

[0032] Then conduct the test with the EPS active self-centering function turned on, activated and working normally.

[0033] The test personnel rotate the steering wheel and then load the wheel end through the loading rod 6 on the loading mechanism 5, simulating and recording the steering wheel angle and time curves at different vehicle speeds.

[0034] The EPS controller calculates the steering assist based on the steering wheel angle and torque, and the EPS assembly generates steering assist based on the assist command. Based on the test data curve, the EPS active return function can be further optimized to achieve safe and reliable steering.

[0035] Example 2: Figure 1 , Figure 2 and Figure 4The steering gear return force performance test device shown in the figure comprises a test bench 1, two wheel-end load mechanisms 2 are arranged on the front side of the test bench 1, and the wheel-end load mechanisms 2 are respectively arranged at the left and right positions of the front side of the test bench 1, and the wheel-end load mechanisms 2 include a loading platform 4 and a bearing platform 3, and the loading platform 4 is an L-shaped structure, including a vertically arranged loading platform column 4.1 and a horizontally arranged loading cross plate 4.2, and reinforcing ribs are arranged on the loading platform column 4.1 and the loading cross plate 4.2 to improve the structural strength of the entire loading platform 4 and improve the load-bearing capacity; a bearing platform 3 is arranged on the side of the loading platform column 4.1, and the bearing platform 3 includes a bearing cross plate 3.2 and a bearing support Column 3.1, reinforcing ribs are also provided between the bearing cross plate 3.2 and the bearing support column 3.1 to improve the structural strength of the entire bearing platform 3 and its load-bearing capacity. The bearing support column 3.1 is slidably connected to the loading platform column 4.1, and the height of the bearing cross plate 3.2 is higher than the height of the loading cross plate 4.2; specifically, two sets of guide rails 4.1.1 are provided on the loading platform column 4.1, and guide grooves 3.1.1 that cooperate with the guide rails 4.1.1 are provided on the bearing support column 3.1, so as to realize the sliding between the loading platform column 4.1 and the bearing support column 3.1. In actual practice, a driving device such as a cylinder can be used to drive the sliding between the two. On the one hand, the loading rod 6 can be loaded at different heights of the wheel end, and on the other hand, tires of different sizes can be loaded and tested, and the applicability is more extensive.

[0036] It should also be noted that the supporting transverse plate 3.2 is arranged in the length direction of the loading transverse plate 4.2.

[0037] Two groups of slide grooves 8 are provided on the loading cross plate 4.2. The slide grooves 8 are arranged on the side of the loading cross plate 4.2 away from the supporting cross plate 3.2. The sliding direction of the slide grooves 8 is consistent with the length direction of the loading cross plate 4.2, and the two groups of slide grooves 8 are respectively arranged on both sides of the loading cross plate 4.2, and are symmetrically arranged about the center position on the bearing cross plate 3.2, so that the slide grooves 8 are not aligned with the center position of the bearing platform 3, that is, the loading rod 6 on the loading mechanism 5 is staggered from the center position of the bearing platform 3, so that the loading rod 6 can load the edge of the tire, one end of the slide groove 8 is in the middle of the loading cross plate 4.2, and the other end is connected to the edge of the loading cross plate 4.2, so as to facilitate the disassembly and assembly of the loading mechanism 5 on the slide groove 8.

[0038] The load mechanism 5 is slidably connected to the slide groove 8. The load mechanism 5 includes a loading base 7 and a loading rod 6. The loading base 7 is a structure of two parallel support plates. The tops of the support plates are connected as a whole through a connecting plate. A telescopic cylinder 13 is fixed above the connecting plate. The output end of the telescopic cylinder 13 is the loading rod 6. It should be noted that a slider that cooperates with the slide groove 8 is also provided at the bottom of the loading base 7. The slide groove 8 and the slider can be a convex groove and a convex block, so that the loading base 7 and the loading cross plate 4.2 can be fixedly matched.

[0039] The process of installing the load mechanism 5 on the slide groove 8 is as follows: first, align the slider on the loading base 7 with the slide groove 8 opening at the edge of the loading cross plate 4.2, then insert the slider into the slide groove 8, and push the entire slider to the end of the slide groove 8, so that the entire loading base 7 is located on the loading cross plate 4.2, and then the loading base 7 and the loading cross plate 4.2 can be fixed with bolts and other fixings to complete the coordination between the load mechanism 5 and the slide groove 8; when the slide groove 8 needs to be replaced, the bolts and other fixings are removed, and the slider under the loading base 7 is pulled out of the slide groove 8, and the second set of slide grooves is replaced, and the above assembly process is repeated.

[0040] The two sets of slide grooves 8 are installed corresponding to the front and rear sides of the supporting platform 3 respectively. The supporting platform 3 is used to support the tires on the wheel frame. The wheel frame is the front wheel frame of the car, including a steering gear return power system and a controllable steering wheel (the wheel frame is an existing technology and is not described in detail here). When the tire turns, including left turns and right turns, two sets of slide grooves 8 are required to adjust the loading rod 6 to load the front and rear sides of the wheel end.

[0041] like Figure 2 As shown, the wheel-end load mechanisms 2 on both sides of the test bench 1 are also staggered. When the wheel frame is turning left or right, the positions of the two tires are not flush, but are in a front-and-rear position. Two receiving grooves 9 are provided at the front bottom of the test bench 1, which are used to install the wheel-end load mechanisms 2 on the left and right sides respectively. The wheel-end load mechanisms 2 can be adjusted in position on the receiving grooves 9, that is, the wheel-end load mechanisms 2 and the receiving grooves 9 are detachably connected to meet the conditions of the wheel frame turning left or right. At the same time, the distance between the two wheel-end load mechanisms 2 can also be adjusted to accommodate various types of steering assemblies.

[0042] At the rear side of the test bench 1 is the tester's operating table 10, which is higher than the front side of the test bench 1. A seat 11 is provided on the operating table 10, and a sliding structure is also provided between the bottom of the seat 11 and the operating table 10, so that the seat 11 can be adjusted on the operating table 10. The seat 11 is used for the tester to sit, so that the tester can simulate the situation during the driving of the car and operate the steering wheel. Since the bearing platform 3 and the loading platform 4 have a certain height, the overall height of the test bench 10 will be relatively high, and the height of the operating table 10 is also relatively high, so a step 12 is also provided on the side of the operating table 10, and the step 12 can facilitate the tester to get on and off the test bench 1.

[0043] The overall testing process of this solution is as follows.

[0044] First, the preparation work of the test device is completed, and each structure is installed in place, and the wheel frame is placed on the test bench 1, so that the two tires are placed on the two bearing platforms 3 respectively.

[0045] Then the test was carried out with the EPS active self-centering function turned off.

[0046] The test personnel rotate the steering wheel and then load the wheel end through the loading rod 6 on the loading mechanism 5, simulating and recording the steering wheel angle and time curves at different vehicle speeds.

[0047] Then conduct the test with the EPS active self-centering function turned on, activated and working normally.

[0048] The test personnel rotate the steering wheel and then load the wheel end through the loading rod 6 on the loading mechanism 5, simulating and recording the steering wheel angle and time curves at different vehicle speeds.

[0049] The EPS controller calculates the steering assist based on the steering wheel angle and torque, and the EPS assembly generates steering assist based on the assist command. Based on the test data curve, the EPS active return function can be further optimized to achieve safe and reliable steering.

Claims

1. A steering gear return force performance testing device, characterized in that: It includes a test bench, on which a wheel-end load mechanism is provided. The wheel-end load mechanism includes a bearing platform and a loading platform. The loading platform is provided with a load mechanism. The load mechanism is provided with a loading rod which is telescopic toward the bearing platform. The action position of the loading rod is staggered with the center position of the bearing platform.

2. A steering gear return force performance testing device according to claim 1, characterized in that: The loading mechanism comprises a loading base, a slide groove is arranged on the loading platform, the slide groove is arranged along the direction where the bearing platform is located, and the loading base is slidably connected to the slide groove.

3. A steering gear return force performance testing device according to claim 2, characterized in that: There are two groups of slide grooves, and the two groups of slide grooves are symmetrically arranged on the bearing platform relative to the center position of the bearing platform.

4. A steering gear return force performance testing device according to claim 3, characterized in that: The bearing platform is slidably connected to the loading platform, and the sliding direction is along the vertical direction.

5. A steering gear return force performance testing device according to any one of claims 1 to 4, characterized in that: The wheel end load mechanisms include two, and the wheel end load mechanisms are arranged on both sides of the test bench.

6. A steering gear return force performance testing device according to claim 5, characterized in that: The test bench is provided with a receiving groove for receiving the wheel end load mechanism, and the wheel end load mechanism is detachably connected to the receiving groove.

7. A steering gear return force performance testing device according to claim 6, characterized in that: The two wheel end load mechanisms are arranged in a staggered manner.

8. A steering gear return force performance testing device according to any one of claims 1 to 4 or 6 or 7, characterized in that: The test bench is also provided with a control panel, and the control panel is provided with a seat.

9. A steering gear return force performance testing device according to claim 8, characterized in that: The test bench is also provided with steps.

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