Endurance test device for front auxiliary frame

Abstract

The utility model discloses an endurance test device for a front subframe. The front auxiliary frame endurance test loading device comprises a front auxiliary frame endurance test tool and a front auxiliary frame endurance test loading assembly, and can reliably and efficiently position and install an automobile front auxiliary frame and apply two-way or four-way load at the same time so as to realize the endurance test of the front auxiliary frame. The front auxiliary frame assembly test device can more accurately simulate the assembly environment and the load condition of the front auxiliary frame, is high in matching degree with road tests and simulation analysis results, is simple and reliable in structure, easy to machine, low in cost and suitable for different types of front auxiliary frames.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile subframe bench testing, and in particular relates to a front subframe durability testing device. Background Art

[0002] The subframe is an important component of the front and rear axles. It is the skeleton that supports and connects the vehicle body and suspension, and plays a role in blocking road vibration and isolating noise. Its strength and durability will directly determine the vehicle's handling, comfort and reliability. Therefore, CAE analysis and test verification are required for its durability performance to ensure that the strength of the front subframe assembly meets safety requirements.

[0003] The initial front subframe durability test was mainly completed through vehicle road tests, but the vehicle road test cycle is long and the cost is high. The subsequent promotion and development of bench-type durability tests promoted the progress of front subframe durability test equipment; however, such bench durability equipment is generally limited to single-channel or dual-channel tests, and only simulates the stress conditions of the front subframe in one direction or two directions, making it difficult to reproduce the test results of the front subframe under the actual vehicle body environment and comprehensive loads. As a result, it is impossible to fully evaluate the fatigue durability of the front subframe during the development stage, and it is impossible to predict its service life in actual work.

[0004] Under most driving conditions, the load on the front subframe mainly comes from the braking force and lateral force of the wheels, which will cause the front lower control arm and the rear lower control arm to push and pull back and forth. Therefore, the durability of the connection point between the front lower control arm and the rear lower control arm is a key indicator for the quality assessment of the front subframe. The loading condition is that the left and right sides are loaded at the same time, and the left and right loads are synchronized with the same frequency and amplitude.

[0005] The steering gear and stabilizer bar are installed very close to each other in the front subframe and are closely connected to the wheels. During driving, both of them will generate a comprehensive load on the front subframe due to the excitation of the tires by the road. Therefore, four-way loading in the test can more realistically reflect the stress state of the actual vehicle, but it has high requirements for tooling. The loading conditions for the durability test of the steering gear and stabilizer bar are reverse loading in the Z direction on the left and right sides of the stabilizer bar, loading in the same direction in the Y direction on the left and right sides of the steering gear, and the left and right loads are synchronized with the same frequency and amplitude. At present, there is no front subframe durability test device that meets the above needs. Utility Model Content

[0006] The purpose of the utility model is to solve the shortcomings of the above-mentioned background technology and provide a front subframe durability test device for positioning and installing the front subframe under simulated real vehicle installation conditions, which is used for two-way and four-way load loading. It is used for the durability test of loading the left and right sides of the front lower control arm of the front subframe in the same direction, the left and right sides of the rear lower control arm in the same direction, the left and right sides of the steering gear in the same direction, and the left and right sides of the stabilizer bar in the Z-direction reverse loading durability test.

[0007] The technical scheme adopted by the utility model is: a front sub-frame durability test device, including a front sub-frame durability test tool and a front sub-frame durability test loading component, the front sub-frame durability test tool includes two front pillars, two middle pillars and two rear pillars that are symmetrical on the left and right, the front pillar tops are equipped with front pillar mounting plates, the middle pillar tops are equipped with middle pillar mounting plates, the rear pillar tops are equipped with rear pillar mounting plates, the left-right symmetrical front pillar mounting plates are used to simulate the fixing of the front sub-frame front arms and the vehicle body mounting points, the left-right symmetrical middle pillar mounting plates are used to simulate the fixing of the middle part of the front sub-frame longitudinal beam and the vehicle body mounting points, and the left-right symmetrical rear pillar mounting plates are used to simulate the fixing of the front sub-frame rear arms and the vehicle body mounting points; the front sub-frame durability test loading component includes a front lower arm loading The front lower arm loading assembly and the rear lower arm loading assembly respectively realize synchronous loading in two directions at the same frequency and amplitude. The front lower arm loading assembly is used to simulate the articulation between the front bushing mounting seat of the front sub-frame longitudinal beam and the front lower control arm, so as to realize synchronous loading in two directions at the same frequency and amplitude. The rear lower arm loading assembly is used to simulate the articulation between the rear bushing mounting seat of the front sub-frame longitudinal beam and the rear lower control arm, so as to realize synchronous loading in two directions at the same frequency and amplitude. The stabilizer bar loading assembly and the steering gear loading assembly are used to realize synchronous loading in four directions at the same frequency and amplitude in the same direction or opposite directions. The stabilizer bar loading assembly is used to simulate the ball-jointed connection between the stabilizer bar and the stabilizer bar connecting rod. The steering gear loading assembly is used to simulate the ball-jointed connection between the steering gear and the transmission structure.

[0008] A further preferred structure is that the front lower arm loading assembly includes a front lower arm loading rod end bearing, a front lower arm loading external threaded bushing and a front lower arm loading internal threaded bushing; the front lower arm loading external threaded bushing and the front lower arm loading internal threaded bushing are H-shaped bushings connected by threads, and threads are provided on both outer sides, the front lower arm loading rod end bearing passes through the front lower arm loading external threaded bushing and then installs the front lower arm loading internal threaded bushing, and then fixes the bushing to the front bushing mounting seat of the front sub-frame longitudinal beam by bolts, and limits the axial displacement of the front lower arm loading rod end bearing by the bushing shoulder; the hydraulic cylinders on both sides connect the front lower arm loading rod end bearing to perform two-way loading on the front bushing mounting seat of the front sub-frame longitudinal beam.

[0009] A further preferred structure is that the rear lower arm loading assembly includes a rear lower arm loading rod end bearing, a rear lower arm loading external threaded bushing and a rear lower arm loading internal threaded bushing; the rear lower arm loading external threaded bushing and the rear lower arm loading internal threaded bushing are H-shaped bushings connected by threads, and threads are provided on both outer sides, the rear lower arm loading rod end bearing passes through the rear lower arm loading external threaded bushing and then the rear lower arm loading internal threaded bushing is installed, and then the bushing is fixed to the rear bushing mounting seat of the front sub-frame longitudinal beam by bolts, the axial displacement of the rear lower arm loading rod end bearing is limited by the bushing shoulder, and the hydraulic cylinders on both sides connect the rear lower arm loading rod end bearing to perform two-way loading on the rear bushing mounting seat of the front sub-frame longitudinal beam.

[0010] A further preferred structure is that the stabilizer bar loading assembly includes an axle pin, a stabilizer bar loading rod end bearing and a floating joint; the axle pin passes through the assembly holes on both sides of the stabilizer bar and is connected to the stabilizer bar loading rod end bearings, and is connected to the hydraulic cylinder through the floating joint, and the hydraulic cylinders vertically installed on both sides load the stabilizer bar in the Z direction.

[0011] A further preferred structure is that the steering gear loading assembly includes a steering gear profiler, a universal joint ball bearing and a hydraulic cylinder adapter; the steering gear profiler is connected to the hydraulic cylinder through the universal joint ball bearing and the hydraulic cylinder adapter, and the hydraulic cylinders horizontally installed on both sides perform Y-direction loading on the steering gear mounting point.

[0012] A further preferred structure also includes a fixed base plate, on which long straight grooves and threaded holes are provided at certain intervals, and the fixed base plate is connected to the cast iron platform by bolts passing through the long straight grooves on the fixed base plate.

[0013] A further preferred structure is that the two left-right symmetrical front pillars, two center pillars and two rear pillars are square columns with rectangular cross-sections of different heights, and a fixed floor is welded at the bottom. The front pillars, two center pillars and two rear pillars respectively include a main body and a base plate, and reinforcing ribs are provided between the main body and the base plate; the installation hole spacing of the base plate is consistent with the threaded hole spacing opened on the fixed base plate, so that it can be installed on the fixed base plate by bolts and the position can be adjusted.

[0014] In a further preferred structure, the front pillar mounting plate is a "J"-shaped sheet metal, a mounting hole is provided on the top sheet metal, nuts are welded on the inner side of the top sheet metal, and the thickness of the front pillar mounting plate matches the hardness and strength of the body sheet metal.

[0015] In a further preferred structure, the center column mounting plate is a "J"-shaped sheet metal, a mounting hole is opened on the top sheet metal, nuts are welded on the inner side of the top sheet metal, and the thickness of the center column mounting plate matches the hardness and strength of the body sheet metal.

[0016] In a further preferred structure, the rear pillar mounting plate is a steel plate of a certain thickness, and a threaded hole matching the mounting hole of the rear arm of the front sub-frame is provided on the upper surface.

[0017] The utility model can reliably and efficiently locate and install the front subframe of the automobile, and simultaneously apply two-way or four-way loads to realize the durability test of the front subframe. The utility model can more accurately simulate the assembly environment and load conditions of the front subframe, and has a high degree of consistency with the road test and simulation analysis results. It has a simple and reliable structure, is easy to process and has low cost, and is suitable for different types of front subframes. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the front subframe durability test device;

[0019] Figure 2 This is a schematic diagram of the front subframe durability test tooling structure;

[0020] Figure 3 Schematic diagram of the loading component structure for the front subframe durability test.

[0021] In the figure, 1-fixed base plate; 2-front column; 3-center column; 4-rear column; 5-front column mounting plate; 6-center column mounting plate; 7-rear column mounting plate; 8-front lower arm loading assembly (8-1-front lower arm loading rod end bearing; 8-2-front lower arm loading external thread bushing; 8-3-front lower arm loading internal thread bushing); 9-rear lower arm loading assembly (9-1-rear lower arm loading rod end bearing; 9-2-rear lower arm loading external thread bushing; 9-3-rear lower arm loading internal thread bushing); 10-stabilizer bar loading assembly (10-1-axle pin; 10-2-stabilizer bar loading rod end bearing; 10-3-floating joint); 11-steering gear loading assembly (11-1-steering gear profiling; 11-2-universal joint ball head bearing; 11-3-hydraulic cylinder adapter). DETAILED DESCRIPTION

[0022] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments to facilitate a clear understanding of the present invention, but they do not constitute a limitation on the present invention.

[0023] The utility model comprises a front sub-frame durability test tool and a front sub-frame durability test loading component.

[0024] like Figure 1 , Figure 2As shown, the front subframe durability test fixture consists of a fixed base plate 1, six symmetrical front, middle and rear columns, and six mounting plates on each column. Long straight grooves and threaded holes are provided at certain intervals on the fixed base plate 1, and bolts are passed through the long straight grooves on the fixed base plate 1 to connect with the cast iron platform to ensure that the fixture and the hydraulic cylinder base are in the proper position. The main bodies of the six columns are rectangular cross-section square columns with different heights, with a fixed floor welded at the bottom, and a reinforcing rib is provided between the main body and the base plate; the installation hole spacing of the column base plate is consistent with the threaded hole spacing provided on the fixed base plate 1, so that it can be installed on the fixed base plate 1 by bolts and the position can be adjusted. Threaded holes are provided on the tops of the front column 2, the middle column 3 and the rear column 4, respectively, for assembling the front column mounting plate 5, the middle column mounting plate 6 and the rear column mounting plate 7. The front column mounting plate 5 (left-right symmetric) simulates the fixing method of the front arm of the front subframe and the mounting point of the vehicle body. Due to the low rigidity of this mounting point, it is designed as a "Ji"-shaped sheet metal, with a mounting hole set on the top sheet metal, and a nut welded on the inner side of the top sheet metal. The thickness of the front column mounting plate 5 (left-right symmetric) matches the hardness and strength of the vehicle body sheet metal. The middle column mounting plate 6 (left-right symmetric) simulates the fixing method of the middle part of the front subframe longitudinal beam and the mounting point of the vehicle body. Due to the low rigidity of this mounting point, it is designed as a "Ji"-shaped sheet metal, with a mounting hole set on the top sheet metal, and a nut welded on the inner side of the top sheet metal. The thickness of the middle column mounting plate 6 (left-right symmetric) matches the hardness and strength of the vehicle body sheet metal. The rear column mounting plate 7 (left-right symmetric) simulates the fixing method of the rear arm of the front subframe and the mounting point of the vehicle body. Due to the high rigidity of this mounting point, it is designed as a steel plate of a certain thickness, and a threaded hole matching the mounting hole of the rear arm of the front subframe is set on the upper surface.

[0025] The front column mounting plate 5, the middle column mounting plate 6 and the rear column mounting plate 7 of the front subframe durability test tooling have simple structures and less consumables, are easy to repair and replace, can improve test efficiency and reduce costs; the front subframe durability test tooling of the utility model is not only applicable to the full-frame front subframe with 6 mounting points in the case, but can also be applied to the semi-frame front subframe and rear subframe tests with 4 mounting points by reducing the number of columns. The utility model can be used for front subframes of different sizes and shapes by adjusting the position and number of columns and replacing the corresponding mounting plates.

[0026] like Figure 3As shown, the front subframe durability test loading assembly is composed of a front lower arm loading assembly 8, a rear lower arm loading assembly 9, a stabilizer bar loading assembly 10 and a steering gear loading assembly 11. The front lower arm loading assembly 8 and the rear lower arm loading assembly 9 respectively realize synchronous loading in two directions at the same frequency and amplitude. The front lower arm loading assembly 8 (symmetrical on the left and right) simulates the articulation mode between the front bushing mounting seat of the front subframe longitudinal beam and the front lower control arm to realize synchronous loading in two directions at the same frequency and amplitude; the front lower arm loading assembly 8 (symmetrical on the left and right) is composed of a front lower arm loading rod end bearing 8-1, a front lower arm loading external threaded bushing 8-2 and a front lower arm loading internal threaded bushing 8-3; the front lower arm loading external threaded bushing 8-2 and the front lower arm loading internal threaded bushing 8-3 are H-shaped bushings connected by threads, and Threads are provided on the two outer sides; the front lower arm loading rod end bearing 8-1 passes through the front lower arm loading external thread bushing 8-2 and then the front lower arm loading internal thread bushing 8-3 is installed, and then the bushing is fixed to the front bushing mounting seat of the front sub-frame longitudinal beam by bolts, and the axial displacement of the front lower arm loading rod end bearing 8-1 is limited by the bushing shoulder, so that the accuracy and stability of the loading point are improved; the hydraulic cylinders on both sides connect the front lower arm loading rod end bearing 8-1 to perform two-way loading on the front bushing mounting seat of the front sub-frame longitudinal beam.

[0027] like Figure 3 As shown, the rear lower arm loading assembly 9 is used to simulate the articulation between the rear bushing mounting seat of the front subframe longitudinal beam and the rear lower control arm, so as to realize synchronous loading in two directions in the same direction, frequency and amplitude. The rear lower arm loading assembly 9 (left-right symmetrical) is composed of a rear lower arm loading rod end bearing 9-1, a rear lower arm loading external thread bushing 9-2 and a rear lower arm loading internal thread bushing 9-3; the rear lower arm loading external thread bushing 9-2 and the rear lower arm loading internal thread bushing 9-3 are H-shaped bushings connected by threads, and the two external threads are connected by threads. A thread is provided on the side; the rear lower arm loading rod end bearing 9-1 passes through the rear lower arm loading external thread bushing 9-2 and then the rear lower arm loading internal thread bushing 9-3 is installed, and then the bushing is fixed to the bushing mounting seat at the rear of the front sub-frame longitudinal beam by bolts, and the axial displacement of the rear lower arm loading rod end bearing 9-1 is limited by the bushing shoulder, so that the accuracy and stability of the loading point are improved; the hydraulic cylinders on both sides connect the rear lower arm loading rod end bearing 9-1 to perform two-way loading on the bushing mounting seat at the rear of the front sub-frame longitudinal beam.

[0028] like Figure 3As shown, the stabilizer bar-steering gear loading assembly can realize synchronous loading of the same frequency and amplitude in four directions in the same direction or opposite direction. The specific test conditions are that the left and right sides of the stabilizer bar are loaded in the Z direction in opposite directions, the left and right sides of the steering gear are loaded in the same direction in the Y direction, and the left and right loads are synchronized in the same frequency and amplitude. The stabilizer bar loading assembly 10 simulates the ball-joint connection mode of the stabilizer bar and the stabilizer bar connecting rod. The stabilizer bar loading assembly 10 (left-right symmetrical) is composed of an axle pin 10-1, a stabilizer bar loading rod end bearing 10-2 and a floating joint 10-3; the stabilizer bar loading assembly 10 simulates the ball-joint connection mode of the stabilizer bar and the stabilizer bar connecting rod, and the axle pin 10-1 is respectively connected to the stabilizer bar loading rod end bearing 10-2 through the assembly holes on both sides of the stabilizer bar, and is connected to the hydraulic cylinder through the floating joint 10-3. The hydraulic cylinders installed vertically on both sides load the stabilizer bar in the Z direction, thereby reproducing the up and down vibration of the front subframe caused by the road surface excitation on the tire. The steering gear loading assembly 11 simulates the ball joint connection between the steering gear and the transmission structure. The steering gear loading assembly 11 (left-right symmetric) consists of a steering gear copy 11-1, a universal joint ball bearing 11-2 and a hydraulic cylinder adapter 11-3. The steering gear loading assembly 11 simulates the ball joint connection between the steering gear and the transmission structure. The steering gear copy 11-1 is used to replace the steering gear. The steering gear is connected to the hydraulic cylinder through the universal joint ball bearing 11-2 and the hydraulic cylinder adapter 11-3. The hydraulic cylinders installed horizontally on both sides load the steering gear installation point in the Y direction, thereby reproducing the effect of the transmission system on the front subframe when the wheel is turned. The front subframe is loaded in four directions simultaneously through the stabilizer bar loading assembly 10 (left-right symmetric) and the steering gear loading assembly 11, so that the bench test results are closer to the road test results and the simulation analysis results, and can more truly reflect the durability and quality defects of the actual front subframe.

[0029] The utility model is used for endurance tests of loading the left and right sides of the front lower control arm of the front subframe in the same direction, loading the left and right sides of the rear lower control arm in the same direction, and loading the left and right sides of the steering gear in the same direction while loading the left and right sides of the stabilizer bar in the Z-direction reverse direction. Generally speaking, the utility model is a durability test device for positioning and installing the front subframe under simulated real vehicle installation conditions, and is used for two-way and four-way loads.

[0030] The utility model can simulate the front subframe assembly environment and load conditions more accurately, has a high degree of consistency with road test and simulation analysis results, has a simple and reliable structure, is easy to process and has a low cost, and is suitable for different types of front subframes.

[0031] Two vertically mounted hydraulic cylinders and two horizontally mounted hydraulic cylinders simultaneously load the front subframe in four directions through a stabilizer bar loading assembly 10 (left-right symmetrical) and a steering gear loading assembly 11, which comprehensively reflects the impact of various driving conditions on the durability test. The test results are closer to road tests and simulation analysis.

[0032] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A front subframe durability test device, characterized in that: The invention comprises a front subframe durability test tool and a front subframe durability test loading assembly, wherein the front subframe durability test tool comprises two front pillars (2), two center pillars (3) and two rear pillars (4) which are symmetrical on the left and right sides, a front pillar mounting plate (5) is mounted on the top of the front pillars (2), a center pillar mounting plate (6) is mounted on the top of the center pillars (3), and a rear pillar mounting plate (7) is mounted on the top of the rear pillars (4). The symmetrical front pillar mounting plates (5) are used to simulate the fixing of the front arm of the front subframe to the mounting point of the vehicle body, the symmetrical center pillar mounting plates (6) are used to simulate the fixing of the middle part of the longitudinal beam of the front subframe to the mounting point of the vehicle body, and the symmetrical rear pillar mounting plates (7) are used to simulate the fixing of the rear arm of the front subframe to the mounting point of the vehicle body; the front subframe durability test loading assembly comprises a front lower arm loading assembly (8), a rear lower arm loading assembly (9) ), a stabilizer bar loading assembly (10) and a steering gear loading assembly (11), the front lower arm loading assembly (8) and the rear lower arm loading assembly (9) respectively realize synchronous loading in the same direction, frequency and amplitude in two directions, the front lower arm loading assembly (8) is used to simulate the articulation between the front bushing mounting seat of the front sub-frame longitudinal beam and the front lower control arm, and realize synchronous loading in the same direction, frequency and amplitude in two directions, the rear lower arm loading assembly (9) is used to simulate the articulation between the rear bushing mounting seat of the front sub-frame longitudinal beam and the rear lower control arm, and realize synchronous loading in the same direction, frequency and amplitude in two directions, the stabilizer bar loading assembly (10) and the steering gear loading assembly (11) are used to realize synchronous loading in the same direction or opposite directions, frequency and amplitude in four directions, the stabilizer bar loading assembly (10) is used to simulate the ball joint connection between the stabilizer bar and the stabilizer bar connecting rod, and the steering gear loading assembly (11) is used to simulate the ball joint connection between the steering gear and the transmission structure.

2. The front subframe durability test device according to claim 1, characterized in that: The front lower arm loading assembly (8) comprises a front lower arm loading rod end bearing (8-1), a front lower arm loading external thread bushing (8-2) and a front lower arm loading internal thread bushing (8-3); the front lower arm loading external thread bushing (8-2) and the front lower arm loading internal thread bushing (8-3) are H-shaped bushings connected by threads, and threads are provided on both outer sides; the front lower arm loading rod end bearing (8-1) passes through the front lower arm loading external thread bushing (8-2) and then the front lower arm loading internal thread bushing (8-3) is installed, and then the bushing is fixed to the front bushing mounting seat of the front auxiliary frame longitudinal beam by bolts, and the axial displacement of the front lower arm loading rod end bearing (8-1) is limited by the bushing shoulder; the hydraulic cylinders on both sides are connected to the front lower arm loading rod end bearing (8-1) to load the front bushing mounting seat of the front auxiliary frame longitudinal beam in two directions.

3. The front subframe durability test device according to claim 1, characterized in that: The rear lower arm loading assembly (9) comprises a rear lower arm loading rod end bearing (9-1), a rear lower arm loading external thread bushing (9-2) and a rear lower arm loading internal thread bushing (9-3); the rear lower arm loading external thread bushing (9-2) and the rear lower arm loading internal thread bushing (9-3) are H-shaped bushings connected by threads, and threads are provided on both outer sides; the rear lower arm loading rod end bearing (9-1) passes through the rear lower arm loading external thread bushing (9-2) and then the rear lower arm loading internal thread bushing (9-3) is installed; the bushing is then fixed to the rear bushing mounting seat of the front sub-frame longitudinal beam by bolts; the axial displacement of the rear lower arm loading rod end bearing (9-1) is limited by the bushing shoulder; hydraulic cylinders on both sides are connected to the rear lower arm loading rod end bearing (9-1) to load the rear bushing mounting seat of the front sub-frame longitudinal beam in two directions.

4. The front subframe durability test device according to claim 1, characterized in that: The stabilizer bar loading assembly (10) comprises an axle pin (10-1), a stabilizer bar loading rod end bearing (10-2) and a floating joint (10-3); the axle pin (10-1) passes through assembly holes on both sides of the stabilizer bar to be connected to the stabilizer bar loading rod end bearing (10-2), and is connected to a hydraulic cylinder via a floating joint (10-3); the hydraulic cylinders vertically installed on both sides load the stabilizer bar in the Z direction.

5. The front subframe durability test device according to claim 1, characterized in that: The steering gear loading assembly (11) comprises a steering gear profiling (11-1), a universal joint ball bearing (11-2) and a hydraulic cylinder adapter (11-3); the steering gear profiling (11-1) is connected to the hydraulic cylinder via the universal joint ball bearing (11-2) and the hydraulic cylinder adapter (11-3), and the hydraulic cylinders installed horizontally on both sides load the steering gear installation point in the Y direction.

6. The front subframe durability test device according to claim 1, characterized in that: It also comprises a fixed base plate (1), on which long straight grooves and threaded holes are arranged at certain intervals, and bolts are passed through the long straight grooves on the fixed base plate (1) to connect with the cast iron platform.

7. The front subframe durability test device according to claim 6, characterized in that: The two left-right symmetrical front columns (2), two middle columns (3) and two rear columns (4) are rectangular square columns with different heights, and the bottom is welded with a fixed floor. The front columns (2), two middle columns (3) and two rear columns (4) respectively include a main body and a bottom plate, and a reinforcing rib is provided between the main body and the bottom plate; the installation hole spacing of the bottom plate is consistent with the threaded hole spacing opened on the fixed bottom plate (1), so that it can be installed on the fixed bottom plate (1) by bolts and the position can be adjusted.

8. The front subframe durability test device according to claim 1, characterized in that: The front pillar mounting plate (5) is a "J"-shaped sheet metal part, a mounting hole is provided on the top sheet metal, nuts are welded on the inner side of the top sheet metal, and the thickness of the front pillar mounting plate (5) matches the hardness and strength of the body sheet metal.

9. The front subframe durability test device according to claim 1, characterized in that: The center column mounting plate (6) is a "J"-shaped sheet metal part, a mounting hole is provided on the top sheet metal, nuts are welded on the inner side of the top sheet metal, and the thickness of the center column mounting plate (6) matches the hardness and strength of the body sheet metal.

10. The front subframe durability test device according to claim 1, characterized in that: The rear pillar mounting plate (7) is a steel plate of a certain thickness, and has a threaded hole on its upper surface that matches the mounting hole of the rear arm of the front sub-frame.

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