Inclination-angle-adjustable wheel assembly impact test device

Abstract

In order to solve the problem that the inclination angle of a wheel assembly assembled on vehicle impact test equipment cannot be conveniently adjusted according to the actual inclination angle requirement when the wheel assembly is assembled on a real vehicle in the prior art, the utility model provides a wheel assembly impact test device with an adjustable inclination angle. The inclination-angle-adjustable wheel assembly impact test device comprises a supporting assembly, a damping assembly and a connecting assembly. One end of the connecting assembly is rotatably connected with the supporting assembly, and the other end of the connecting assembly is used for assembling a wheel assembly. The damping assembly is fixed in the longitudinal direction and elastically supports the connecting assembly. An inclination angle adjusting structure is detachably installed on the supporting assembly, a plurality of limiting parts are formed on the inclination angle adjusting structure, and the limiting parts have different angles; when one of the limiting parts is matched with the connecting assembly, the wheel assembly assembled on the connecting assembly has an inclination angle corresponding to the angle of one of the limiting parts.

Description

Technical Field

[0001] The utility model relates to the field of passenger car wheel testing, in particular to a wheel assembly impact testing device with adjustable inclination angle. Background Art

[0002] In the prior art, the common impact test for wheels is usually carried out according to method 1 mentioned in the standard "QC / T 991 Passenger car light alloy wheel 90 degree impact test method", and a similar test method is also used in CN116337485A. In method 1 and the existing patent disclosure, the wheel inclination has a predetermined inclination angle of 1°.

[0003] After actual verification, it is found that the existing standard has the following problems: it is not possible to conveniently adjust the inclination angle of the wheel assembly assembled on the vehicle impact test equipment according to the actual inclination angle requirements when the wheel assembly is assembled on the actual vehicle. Utility Model Content

[0004] In order to solve the problem that the prior art cannot conveniently adjust the inclination of a wheel assembly assembled on a vehicle impact test device according to the actual inclination requirement when the wheel assembly is assembled on a real vehicle, the utility model provides a wheel assembly impact test device with adjustable inclination.

[0005] The technical solution of the utility model is:

[0006] The utility model provides a wheel assembly impact test device with adjustable inclination angle, comprising: a support component, a shock absorbing component and a connecting component;

[0007] One end of the connecting assembly is rotatably connected to the supporting assembly, and the other end is used to assemble the wheel assembly; the shock absorbing assembly is fixed in the longitudinal direction and provides elastic support for the connecting assembly;

[0008] An inclination adjustment structure is detachably mounted on the support assembly, and a plurality of limiting portions are formed on the inclination adjustment structure, each of the limiting portions has a different angle;

[0009] When one of the limiting portions matches the connecting assembly, the wheel assembly assembled on the connecting assembly has an inclination angle corresponding to the angle of one of the limiting portions.

[0010] Furthermore, the plurality of limiting portions are a plurality of limiting protrusions integrally formed on the tilt angle adjustment structure;

[0011] Each of the limiting protrusions has an abutting surface for abutting against the outer wall surface of the connecting assembly;

[0012] A corresponding angle is formed between each of the abutting surfaces and the inclination adjustment structure.

[0013] Furthermore, a wear-resistant buffer structure is provided at a position on the connecting assembly that matches one of the limiting portions of the inclination adjustment structure.

[0014] Furthermore, a level is installed on the connecting assembly.

[0015] Furthermore, a first mounting groove is formed on a side of the support component facing the connection component, and the inclination adjustment structure is inserted into the first mounting groove and fixed to the support component.

[0016] Furthermore, a second mounting groove is provided on a side of the support component facing the connection component, and one end of the connection component is inserted into the second mounting groove and rotatably connected to the support component;

[0017] The first mounting groove is communicated with the second mounting groove, and one of the limiting portions matches with the upper surface or the lower surface of the connecting assembly in the second mounting groove.

[0018] Furthermore, there are two first mounting grooves, and the second mounting groove is horizontally arranged between the two first mounting grooves.

[0019] Furthermore, the inclination adjustment structure is screwed and fixed to the support assembly.

[0020] Furthermore, the connection component can be telescopically arranged.

[0021] Furthermore, the inclination-adjustable wheel assembly impact test device is used to perform 30°, 45°, 60° and / or 90° impact tests on the wheel assembly.

[0022] The beneficial effects of the utility model are:

[0023] Since each limit portion of the inclination adjustment structure has a different angle, the limit portion matching the connecting component can be quickly adjusted according to the test requirements. The change of the limit portion will cause the angle of the connecting component relative to the horizontal direction to change, thereby accurately and quickly adjusting the inclination angle of the wheel assembly assembled on the connecting component. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the assembly of the inclination-adjustable wheel assembly impact test device in the embodiment of the utility model;

[0025] Figure 2 It is a side view of the inclination-adjustable wheel assembly impact test device in the embodiment of the utility model;

[0026] Figure 3It is a schematic diagram of the assembly of the support assembly and the tilt adjustment structure in the embodiment of the utility model;

[0027] Figure 4 It is a schematic diagram of the assembly of the telescopic component, the shock absorbing component and the wheel assembly in the embodiment of the utility model;

[0028] Figure 5 is a schematic diagram of a shock absorbing assembly in an embodiment of the utility model;

[0029] Figure 6 It is a schematic diagram of the tilt angle adjustment structure in the embodiment of the utility model;

[0030] Figure 7 is a cross-sectional view of the tilt angle adjustment structure in an embodiment of the utility model;

[0031] Description of reference numerals:

[0032] 1-support assembly; 11-first mounting slot; 12-second mounting slot; 13-first pin shaft; 14-first pin hole;

[0033] 2- shock absorbing assembly; 21- air spring; 22- electronically controlled damping shock absorber; 23- buffer bushing; 24- pressure sensor; 25- fork arm; 251- second pin shaft; 252- third pin shaft;

[0034] 3-Wheel assembly;

[0035] 4-connecting assembly; 411-third pin hole; 412-first bolt; 41-first axis; 42-second axis; 43-wear-resistant buffer structure; 44-level gauge;

[0036] 5- Ground;

[0037] 6-Pre-settlement ground;

[0038] 7-Lifter;

[0039] 8-punch;

[0040] 9-tilt angle adjustment structure; 91-limiting protrusion; 92-screw hole; 93-second bolt. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model is further described in detail below in combination with specific implementation methods and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the utility model. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the utility model.

[0042] Since the prior art cannot quickly and conveniently adjust the inclination of the wheel assembly 3 mounted on the vehicle impact test equipment when performing an impact test on the wheel, the embodiment of the utility model provides an inclination-adjustable wheel assembly impact test device. Figures 1 to 3 The inclination-adjustable wheel assembly impact test device comprises: a support component 1, a shock absorbing component 2 and a connecting component 4.

[0043] The support assembly 1 is used to simulate the subframe of the vehicle chassis, the connection assembly 4 is used to simulate the lower arm of the vehicle chassis, and the shock absorbing assembly 2 is used to simulate the suspension shock absorber of the vehicle chassis.

[0044] In order to simulate the connection between the lower arm and the subframe, the wheel and the shock absorbing assembly 2, the connecting assembly 4 in the embodiment of the utility model needs to be connected to the supporting assembly 1, the wheel assembly 3 and the shock absorbing assembly 2 in an adaptive manner. That is, one end of the connecting assembly 4 is rotatably connected to the supporting assembly 1, the other end of the connecting assembly 4 is assembled with the wheel assembly 3, and the connecting assembly 4 is also rotatably connected to the shock absorbing assembly 2 and relies on the shock absorbing assembly 2 for elastic support.

[0045] Of course, the wheel impact test equipment in the embodiment of the present utility model should also have the following features: Figure 2 The punch 8 in the embodiment can be specifically set in accordance with the punch design in the prior art, thereby achieving impact tests of the wheel assembly 3 at angles of 30°, 45°, 60° and / or 90° or even more.

[0046] In order to achieve adjustable inclination of the wheel assembly 3 assembled on the vehicle impact test equipment, in the embodiment of the utility model, a inclination adjustment structure 9 is detachably mounted on the support assembly 1, and a plurality of limiting portions are formed on the inclination adjustment structure 9, each limiting portion having a different angle; when one of the limiting portions matches the connecting assembly 4, the wheel assembly 3 assembled on the connecting assembly 4 has an inclination corresponding to the angle of one of the limiting portions.

[0047] Among them, the limiting part of the inclination adjustment structure 9 is mainly used to limit the connection component 4, so that the connection component 4 deflects a certain angle with the position where it is rotatably connected to the support component 1 as the base point. Since the connection between the connection component 4 and the wheel assembly 3 is vertically connected, the angle deflection of the connection component 4 will follow the inclination of the wheel assembly 3. When the connection component 4 deflects a certain angle with the position where it is rotatably connected to the support component 1 as the base point, the connection component 4 realizes a certain angle relative to the horizontal plane.

[0048] The limiting portion of the inclination adjustment structure 9 abuts against the connecting component 4 to limit the connecting component 4. When the limiting portion of the inclination adjustment structure 9 abuts against the connecting component 4, it can be a line contact abutment or a surface contact abutment, as long as it can achieve the effect of causing the connecting component 4 to deflect at a corresponding angle as described above.

[0049] The shape of the tilt adjustment structure 9 itself is not limited and can be set to be similar to Figure 7 The square latch shape in the figure can also be set to a round latch or other shapes.

[0050] like Figure 1 In the embodiment of the utility model, a first mounting groove 11 and a second mounting groove 12 are provided on a side of the support component 1 facing the connecting component 4, the first mounting groove 11 is arranged on one side of the second mounting groove 12, and the first mounting groove 11 and the second mounting groove 12 are connected.

[0051] One end of the connecting component 4 is inserted into the second installation groove 12 and then rotatably connected to the support component 1, and the inclination adjustment structure 9 is inserted into the first installation groove 11 and then fixed to the support component 1. After the connecting component 4 and the inclination adjustment structure 9 are installed, one of the limiting parts of the inclination adjustment structure 9 matches the upper surface or the lower surface of the connecting component 4 in the second installation groove 12. Therefore, one of the limiting parts of the inclination adjustment structure 9 plays an angle limiting role on the connecting component 4, so that the connecting component 4 forms a certain inclination with the horizontal direction, so that the wheel assembly 3 assembled on the connecting component 4 has a certain inclination.

[0052] In the embodiment of the utility model, the first mounting groove 11 is preferably set to two, and the second mounting groove 12 is horizontally arranged in the middle of the two first mounting grooves 11. This arrangement can ensure that the two ends of the inclination adjustment structure 9 are installed flush on the support component 1, so that when the limiting part of the inclination adjustment structure 9 matches the connecting component 4, the two ends of the limiting part are also flush and abut against the outer wall surface of the connecting component 4.

[0053] like Figure 1 , Figure 6 and Figure 7 , screw holes 92 are respectively provided on the surfaces of both ends of the inclination adjustment structure 9, and pre-installed nuts are installed in the screw holes 92. After rotating the inclination adjustment structure 15 to rotate a limit portion of a required angle to a position abutting against the connecting component 4, the second bolt 93 passes through the upper surface of the support component 1 and is screwed into the pre-installed nut on the inclination adjustment structure 15 in the second installation groove 12, so that the inclination adjustment structure 15 can be detachably installed on the support component 1.

[0054] The multiple limiting portions on the inclination adjustment structure 9 in the embodiment of the utility model can be realized by multiple limiting protrusions 91 integrally formed on the inclination adjustment structure 9 .

[0055] like Figure 6 and Figure 7 The preset surfaces on each limiting protrusion 91 constitute abutting surfaces abutting against the outer wall surface of the connecting component 4 , and the preset surfaces form corresponding angles with the inclination adjustment structure 9 respectively.

[0056] In the embodiment of the utility model, when one of the limit parts of the inclination adjustment structure 9 abuts against the connection component 4, it abuts against the upper surface or the lower surface of the connection component 4. Long-term use will inevitably cause wear on the upper surface or the lower surface of the connection component 4, and the wear will affect the inclination accuracy of the vehicle assembly. For this reason, in the embodiment of the utility model, a wear-resistant buffer structure 43 is provided at a position on the connection component 4 that matches one of the limit parts of the inclination adjustment structure 9.

[0057] like Figure 4 The wear-resistant buffer structure 43 made of wear-resistant material (such as rubber) abuts against one of the limiting portions of the inclination adjustment structure 9 in the above-mentioned second installation groove 12.

[0058] like Figure 4 In order to verify the accuracy of the inclination adjustment, a level 44 can be installed on the connecting component 4 in the embodiment of the utility model to check the inclination accuracy of the connecting component 4. The level 44 is installed horizontally on the connecting component 4. When the connecting component 4 deflects, the level 44 will tilt to a certain extent. The inclination accuracy can be determined according to the inclination degree of the level 44.

[0059] In the embodiment of the utility model, the level 44 can be selected as a readable angle meter, and the wear-resistant buffer structure 43 can be replaced according to the degree of the level 44 to calibrate the inclination angle.

[0060] When there is no need to set the inclination angle of the wheel assembly, the inclination angle adjustment structure 9 can be removed from the support assembly 1 .

[0061] In the above embodiment of the utility model, the inclination angles of the wheel assembly 3 such as 1°, 2°, 3° or 4° can be adjusted by using the multiple limiting positions of the inclination angle adjustment structure 9 .

[0062] In the embodiment of the present utility model, the connecting component 4 is provided with a retractable structure. Figure 4 The connecting component 4 includes a first shaft 41 and a second shaft 42 that can be detachably assembled, and the total length of the second shaft 42 and the first shaft 41 after assembly constitutes the length of the connecting component 4.

[0063] The first shaft 41 is rotatably connected to the support assembly 1 , and the second shaft 42 is used to assemble the wheel assembly 3 .

[0064] When installing the first shaft 41 on the support assembly 1, first extend the first shaft 41 into the second installation groove 12, then pass the tail of the first pin shaft 13 through the first pin hole 14 on the connecting assembly 4, the third pin hole 411 on the first shaft 41 and the second pin hole on the connecting assembly 4 in sequence, and then use a split pin to lock the tail pin hole of the first pin shaft 13 to fix the first pin shaft 13 and simultaneously realize the rotatable connection of the first shaft 41 relative to the first pin shaft 13. When it is necessary to adjust the total length of the second shaft 42 and the first shaft 41, first release the connection between the second shaft 42 and the first shaft 41, then adjust the position of the second shaft 42 relative to the first shaft 41 or adjust the position of the first shaft 41 relative to the second shaft 42, and after adjusting in place, connect and fix the second shaft 42 and the first shaft 41.

[0065] When the first shaft 41 is rotatably connected to the shock absorbing assembly 2, since the position of the shock absorbing assembly 2 cannot be adjusted in the horizontal direction, the first shaft 41 cannot be adjusted relative to the second shaft 42; therefore, at this time, the first shaft 41 serves as a fixed axis and the second shaft 42 serves as a movable axis, and the length adjustment of the connecting assembly 4 is achieved by adjusting the position of the second shaft 42 (moving axis) relative to the first shaft 41 (fixed axis).

[0066] Since there is a risk that the center of the tire section of the wheel assembly 3 and the center line of the punch 7 cannot be aligned when the second shaft 42 is used as the movable shaft and the first shaft 41 is used as the fixed shaft, in the assembly method with the second shaft 42 as the movable shaft and the first shaft 41 as the fixed shaft, another assembly method is preferably used in the embodiment of the utility model, namely: the second shaft 42 is rotatably connected to the shock absorbing assembly 2, at this time the first shaft 41 serves as the movable shaft and the second shaft 42 serves as the fixed shaft; since the second shaft 42 is fixed by the shock absorbing assembly 2, the center of the tire section of the wheel assembly 3 assembled with the second shaft 42 can be kept aligned with the center line of the hammer head, and the length of the connecting assembly 4 can be adjusted by only adjusting the position of the first shaft 41 relative to the second shaft 42.

[0067] In the embodiment of the utility model, there are many ways to detachably connect the second shaft 42 and the first shaft 41. For example, Figure 5In the embodiment, the second shaft 42 and the first shaft 41 are detachably connected by screw connection. The fixed shafts in the second shaft 42 and the first shaft 41 remain stationary, and the movable shafts in the first shaft 41 and the second shaft 42 are inserted into the fixed shaft or sleeved outside the fixed shaft. Two rows of assembly holes are arranged in the length direction of the fixed shaft (the second shaft 42). After the movable shaft (the first shaft 41) is extended and retracted relative to the fixed shaft, the first bolt 412 is passed through the installation hole on the movable shaft and the corresponding assembly hole on the fixed shaft and then screwed with the nut to achieve fixation. For another example, the connection mode between the second shaft 42 and the first shaft 41 is set to be similar to the connection mode of the extension of the clothes support rod or to be similar to the connection mode of the extension of the umbrella.

[0068] Based on the above description, the length telescopic adjustment of the connecting component 4 is realized, thereby realizing the adjustment of the inclination swing radius of the wheel assembly 3. The wheel impact test can be performed according to the actual inclination swing radius of the wheel assembly 3 assembled on the actual vehicle, so that the obtained wheel impact test results are closer to the vehicle road test results.

[0069] For the support assembly 1 in the embodiment of the utility model, it can be implemented by using a support assembly structure similar to that in the background art.

[0070] For the shock absorbing assembly 2 in the embodiment of the utility model, it can be implemented by using a shock absorbing assembly structure similar to that in the background art, or by using an air spring 21 plus an electronically controlled damping shock absorber 22. Figure 3 and Figure 6 When the air spring 21 + electronically controlled damping shock absorber 22 are used to realize the elastic support function, the air spring 21 can be fixed by a lifter 7 fixed on a pre-settled ground 6 (the pre-settled ground 6 is lower than the ground 5 on which the support assembly 1 is installed); the air spring 21 is raised or lowered by the lifter 7 to adjust the height of the air spring 21 relative to the ground 5.

[0071] The electronically controlled damping shock absorber 22 is connected to the aforementioned second shaft 42 or the first shaft 41 through the fork arm 25. Specifically, U-shaped slots are respectively provided at both ends of the fork arm 25, and the upper end of the fork arm 25 is rotatably connected to the aforementioned second shaft 42 or the first shaft 41 through the second pin shaft 251 provided in the U-shaped slot, and the lower end of the fork arm 25 is also rotatably connected to the electronically controlled damping shock absorber 22 through the third pin shaft 252 provided in the U-shaped slot. The connection method of the second pin shaft 251 with the fork arm 25 and the connecting assembly 4 refers to the connection method between the aforementioned first pin shaft 13 and the supporting assembly 1 and the connecting assembly 4.

[0072] Combination Figure 5 and Figure 6The electronically controlled damping shock absorber 22 is built inside the air spring 21, specifically, it is placed on the buffer bushing 23 built into the air spring 21, and a pressure sensor 24 for monitoring the load pressure when applying the preload of the whole vehicle is installed below the buffer bushing 23.

[0073] When it is necessary to adjust the stiffness of the air spring 21 according to the stiffness parameters of the vehicle suspension system, the pressure relief control of the air spring 21 is achieved by manually opening the pressure relief valve on the air spring 21 or by using an electromagnetic pressure relief device to automatically control the pressure relief process of the air spring 21; the air spring 21 is inflated by an external air pump or air compressor.

[0074] When it is necessary to adjust the damping of the electronically controlled damping shock absorber 22 according to the damping parameters of the whole vehicle suspension system, it is achieved by controlling the electronically controlled damping shock absorber 22 .

[0075] Based on the above description, it can be determined that the above-mentioned wheel impact test device with adjustable inclination angle in this embodiment can make adaptive parameter adjustments to the support component 1, the shock absorbing component 2 and / or the connecting component 4 according to the actual vehicle chassis parameters when the wheel assembly 3 is assembled on the actual vehicle. Specifically, it can:

[0076] According to the tilt swing radius requirement of the wheel assembly 3 to be tested, the length of the connecting component 4 is adjusted;

[0077] According to the inclination requirement of the wheel assembly 3 to be tested, the angle of the connecting assembly 4 is adjusted by adjusting the position of the inclination adjustment structure 9 in the supporting assembly 1, so as to adjust the inclination of the wheel assembly 3 to be tested;

[0078] According to the shock absorber stiffness requirement of the whole vehicle suspension to be simulated, the stiffness of the shock absorbing assembly 2 is adjusted; and / or

[0079] The damping of the shock absorbing assembly 2 is adjusted according to the damping requirement of the shock absorber of the whole vehicle suspension to be simulated.

[0080] After the parameters of the wheel impact test device are adjusted, the wheel assembly 3 can be installed and the impact test can be carried out according to the preset test rules.

[0081] Before the test, the wheel assembly 3 needs to be inflated in advance, and the inflation pressure is the corresponding pressure specified by the vehicle manufacturer.

[0082] In addition, it is also necessary to ensure that the ambient temperature of the impact test remains within a reasonable temperature range, such as the 10°-30° range specified for conventional impact tests.

[0083] In the embodiment of the utility model, taking the case where the connecting assembly 4 needs to maintain a 1 degree inclination and does not need to adjust the inclination swing radius of the wheel assembly 3 as an example, the specific process of the wheel assembly 3 conducting a 90° impact test according to the preset test rules is introduced. When conducting a 90° impact test, the preset test rules are mainly operated according to the following mode 1 and mode 2.

[0084] Mode 1: With the installation of the tilt adjustment structure 9, simulate the vehicle's bumping condition. The complete operation process of Mode 1 includes:

[0085] S11, first lower the lifter 7 to the lowest position, and control the air spring 21 to be in a pressure relief state.

[0086] S12. Position the 1° limiting boss 91 on the inclination adjustment structure 9 downward, and install the inclination adjustment structure 9 on the support assembly 1, so that the outer surface of the 1° limiting boss 91 on the inclination adjustment structure 9 presses down the wear-resistant buffer structure 43 on the first shaft 41, and lock the inclination adjustment structure 15 on the support assembly 1 through the second bolt 93.

[0087] S13, installing the wheel assembly 3 on the second shaft 42 of the connecting component 4.

[0088] S14, according to the damping and stiffness of the shock absorber of the whole vehicle suspension, the stiffness of the air spring 22 and the damping of the electronically controlled damping shock absorber 22 are adjusted; then according to the design load of the wheel assembly 3, the air spring 21 is gradually raised upward by adjusting the lifter 7 until the pressure sensor 24 shows that the preload reaches the design load of the wheel assembly 3, and the lifting of the lifter 7 is stopped. The displacement stroke of the lifter 7 at this time is recorded.

[0089] S15 . Adjust the height of the punch 8 according to the impact energy corresponding to the design load of the wheel assembly 3 .

[0090] S16, releasing the punch 8, completing the 90° impact test on the wheel assembly 3 at an inclination angle of 1°.

[0091] Mode 2: Without installing the tilt adjustment structure 9, the whole vehicle is simulated to pass through a pit. The complete operation process of Mode 2 includes:

[0092] S21, first lower the lifter 7 to the lowest position, control the air spring 21 to be in a pressure relief state, and do not install the inclination adjustment structure 9.

[0093] S22, then install the wheel assembly 3 on the second shaft 42.

[0094] S23, adjusting the stiffness of the air spring 21 and the damping of the electronically controlled damping shock absorber 22 according to the vehicle suspension parameters; and then lifting the air spring 21 upwards according to the displacement stroke of the lifter 7 recorded in step S14 in mode one.

[0095] S24, adjusting the height of the punch 8 according to the same design load corresponding impact energy as step S15 in mode 1.

[0096] S25, releasing the punch 8, completing the 90° impact test on the wheel assembly 3 at an inclination angle of 0°.

[0097] Through the above method, a 90° impact test on the wheel assembly 3 is achieved, and the obtained vehicle impact test result can accurately match the whole vehicle test result.

[0098] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0099] Although the preferred embodiments of the utility model embodiments have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the utility model embodiments.

[0100] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the drawings, which is for the convenience of describing the utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model. In addition, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or terminal device including a series of elements does not include those elements, but also includes other elements that are not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of more restrictions, the elements defined by the sentence "including one..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0101] The technical solution provided by the utility model is described in detail above. The principle and implementation method of the utility model are described in this article using specific examples. The description of the above embodiments is only used to help understand the utility model, and the content of this specification should not be understood as limiting the utility model. At the same time, for those skilled in the art, according to the utility model, there will be different forms of changes in the specific implementation methods and application scopes. It is not necessary and impossible to list all the implementation methods here, and the obvious changes or modifications derived from them are still within the protection scope of the utility model.

Claims

1. A wheel assembly impact test device with adjustable inclination angle, characterized in that: include: A supporting component (1), a shock absorbing component (2) and a connecting component (4); One end of the connecting assembly (4) is rotatably connected to the supporting assembly (1), and the other end is used for assembling the wheel assembly (3); the shock absorbing assembly (2) is fixed in the longitudinal direction and elastically supports the connecting assembly (4); An inclination adjustment structure (9) is detachably mounted on the support assembly (1), and a plurality of limiting portions are formed on the inclination adjustment structure (9), each limiting portion having a different angle; When one of the limiting portions matches the connecting assembly (4), the wheel assembly (3) assembled on the connecting assembly (4) has an inclination angle corresponding to the angle of one of the limiting portions.

2. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: The plurality of limiting portions are a plurality of limiting protrusions (91) integrally formed on the inclination adjustment structure (9); Each of the limiting protrusions (91) has an abutment surface for abutting against an outer wall surface of the connecting assembly (4); A corresponding angle is formed between each of the abutting surfaces and the inclination adjustment structure (9).

3. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: A wear-resistant buffer structure (43) is provided at a position on the connection assembly (4) that matches one of the limiting portions of the inclination adjustment structure (9).

4. The inclination-adjustable wheel assembly impact test device according to claim 1 or 3, characterized in that: A level (44) is installed on the connection assembly (4).

5. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: A first mounting groove (11) is provided on an end surface of the support component (1) facing the connection component (4), and the inclination adjustment structure (9) is inserted into the first mounting groove (11) and fixed to the support component (1).

6. The inclination-adjustable wheel assembly impact test device according to claim 5, characterized in that: A second mounting groove (12) is also provided on an end surface of the support component (1) facing the connection component (4); one end of the connection component (4) extends into the second mounting groove (12) and is rotatably connected to the support component (1); The first mounting groove (11) is connected to the second mounting groove (12), and one of the limiting portions matches the upper surface or the lower surface of the connecting assembly (4) in the second mounting groove (12).

7. The inclination-adjustable wheel assembly impact test device according to claim 6, characterized in that: There are two first mounting grooves (11), and the second mounting groove (12) is horizontally arranged between the two first mounting grooves (11).

8. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: The inclination angle adjustment structure (9) is screwed and fixed to the support assembly (1).

9. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: The connection component (4) can be arranged telescopically.

10. The inclination-adjustable wheel assembly impact test device according to claim 1, characterized in that: The inclination-adjustable wheel assembly impact test device is used to perform 30°, 45°, 60° and / or 90° impact tests on the wheel assembly (3).

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