Vehicle suspension thrust rod fatigue test bench

Abstract

The utility model relates to the technical field of fatigue tests, in particular to a vehicle suspension thrust rod fatigue test bench, which comprises a base, an actuator assembly, a simulation axle tool and a simulation frame tool, and is characterized in that the actuator assembly is arranged on the base; the simulation axle tool comprises stand columns and a cross beam. The stand columns are arranged at the two ends of the cross beam. The actuator assembly is connected with the stand column. And the cross beam and the simulation frame tool are connected with a test thrust rod. By simulating installation of the axle simulation tool, the frame simulation tool, the suspension cylinder simulation tool and the vehicle suspension assembly, it is guaranteed that all structural parts are stressed truly, lateral and vertical loading mechanisms are omitted, and the problem that the loading structure is complex is solved; the base is matched with the four-channel high-load actuator assembly, so that the loading strength requirement of the limit load of the sample piece can be met, the problem of low efficiency of a physical sample vehicle road test is solved, faults of the test thrust rod are accurately reproduced, and the service life of the test thrust rod is accurately predicted.

Description

Technical Field

[0001] The present application relates to the technical field of fatigue testing, and in particular to a vehicle suspension thrust rod fatigue testing bench. Background Art

[0002] With the development of coal mining industry, mining dump trucks have become the main equipment for transportation in mining areas. They usually have large tonnage and load capacity to meet the heavy object transportation needs in mines and other places. Mining dump trucks are usually equipped with a strong suspension system and sufficient ground clearance to ensure that the vehicle can run smoothly in complex terrains such as mines. At the same time, the body is welded with steel to ensure sufficient strength and stability.

[0003] Mining dump trucks mainly run on unpaved roads in mining areas. These road conditions are usually very bad, including high-frequency vibration and impact. The thrust rod of the suspension of a mining dump truck plays a key role in the vehicle. Its main function is to transmit various forces and moments on the suspension, and through the lever action, the wheels of the two connected axles are kept in contact with the ground and the load is evenly distributed. This is the key to ensure the stable driving of mining dump trucks under bad road conditions.

[0004] Due to the harsh working environment, the durability of the thrust rod structure of the mining dump truck has a huge impact on the key performance of the vehicle structure safety, driving safety, etc. Its reliability problem can easily lead to serious secondary failures. However, the existing test method is the whole vehicle road test, which is inefficient, has strong assessment uncertainty, and is difficult to predict and reproduce reliability problems. Utility Model Content

[0005] The present application aims to solve at least one of the technical problems existing in the prior art or related art.

[0006] To this end, the present application provides a vehicle suspension thrust rod fatigue test bench, which simulates the installation of the vehicle suspension assembly by simulating the axle tooling, the frame tooling and the suspension cylinder tooling, ensuring that all structural parts are subjected to real forces, omitting the lateral and vertical loading mechanisms, realizing four-channel dual-degree-of-freedom fatigue test loading, and solving the problem of complex loading structure; the base is equipped with a four-channel high-load actuator assembly to meet the sample's extreme load loading strength requirements, and the test load is concentrated by combining load spectrum processing technology to achieve 32 times test acceleration and compressed test cycle. The fatigue test equivalent to 8 years of working time only needs 3 months to be completed, which solves the problem of low efficiency of road testing of physical prototype vehicles, accurately reproduces test thrust rod failures, and accurately predicts the life of test thrust rods.

[0007] A vehicle suspension thrust rod fatigue test bench provided in an embodiment of the present application includes: a base, an actuator assembly, a simulated axle tooling and a simulated frame tooling, wherein the actuator assembly is arranged on the base; the simulated axle tooling includes: a column and a crossbeam, and the columns are arranged at both ends of the crossbeam; the actuator assembly is connected to the column; the crossbeam is connected to the simulated frame tooling to test the thrust rod; the actuator assembly is used to simulate the actual load of the wheel, the simulated frame tooling is used to simulate the actual working condition of the frame, the column is used to simulate the actual working condition of the wheel, and the crossbeam is used to simulate the actual working condition of the axle.

[0008] Optionally, the simulated vehicle frame tooling includes: a box body and a connecting rod support assembly, wherein the connecting rod support assembly is arranged on the box body, and the connecting rod support assembly is used to connect the test thrust rod.

[0009] Optionally, the vehicle suspension thrust rod fatigue test bench also includes: a simulated suspension cylinder tooling, a suspension cylinder support is provided on the box body, one end of the simulated suspension cylinder tooling is connected to the suspension cylinder support, and the other end is connected to the crossbeam; the simulated suspension cylinder tooling is used to simulate the actual oil and gas suspension cylinder.

[0010] Optionally, the test thrust rod includes: a lower longitudinal thrust rod, one end of the lower longitudinal thrust rod is connected to the connecting rod support assembly, and the other end is connected to the top of the crossbeam.

[0011] Optionally, the test thrust rod further includes: an upper longitudinal thrust rod, one end of which is connected to the connecting rod support assembly, and the other end of which is connected to the bottom of the crossbeam.

[0012] Optionally, the test thrust rod includes: a transverse thrust rod, one end of which is connected to the bottom of the crossbeam, and the other end of which is connected to the top of the box.

[0013] Optionally, the simulated vehicle frame tooling further includes: a fixed tripod, which is arranged at both ends of the box.

[0014] Optionally, the simulated vehicle frame tooling further includes: a support frame, which is arranged below the box body.

[0015] Optionally, the actuator assembly includes: a hydraulic servo actuator and an actuator reaction frame, the actuator reaction frame is arranged on the base; the hydraulic servo actuator is arranged on the actuator reaction frame, and the output end of the hydraulic servo actuator is connected to the column.

[0016] Optionally, the number of actuator assemblies is at least 4 groups.

[0017] One of the above technical solutions has at least the following advantages or beneficial effects:

[0018] The present application provides a vehicle suspension thrust rod fatigue test bench, comprising: a base, an actuator assembly, a simulated axle tooling and a simulated frame tooling, wherein the actuator assembly is arranged on the base; the simulated axle tooling comprises: a column and a crossbeam, and the columns are arranged at both ends of the crossbeam; the actuator assembly is connected to the column; the crossbeam is connected to the simulated frame tooling to test the thrust rod; the actuator assembly is used to simulate the actual load of the wheel, the simulated frame tooling is used to simulate the actual working condition of the frame, the column is used to simulate the actual working condition of the wheel, and the crossbeam is used to simulate the actual working condition of the axle. By simulating the axle tooling, frame tooling and suspension cylinder tooling, the installation of the simulated vehicle suspension assembly is simulated to ensure that all structural parts are subjected to real forces, omit the lateral and vertical loading mechanisms, realize four-channel dual-degree-of-freedom fatigue test loading, and solve the problem of complex loading structure; the base is equipped with a four-channel high-load actuator assembly to meet the sample's ultimate load loading strength requirements, and the load spectrum processing technology is used to concentrate the test load, achieve 32 times test acceleration, and compress the test cycle. The fatigue test equivalent to 8 years of working time only takes 3 months to complete, which solves the problem of low efficiency of road testing of physical prototypes, accurately reproduces the test thrust rod failure, and accurately predicts the life of the test thrust rod. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solution of the present application, the drawings required for use in the embodiments are briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0020] Figure 1 A structural schematic diagram of a vehicle suspension thrust rod fatigue test bench provided in an embodiment of the present application is shown;

[0021] Figure 2 A front view of a vehicle suspension thrust rod fatigue test bench provided in an embodiment of the present application is shown;

[0022] Figure 3 Shows Figure 2 Sectional view along line AA;

[0023] Figure 4 A top view of a vehicle suspension thrust rod fatigue test bench provided in an embodiment of the present application is shown.

[0024] Description of reference numerals:

[0025] 1. Base, 2. Actuator assembly, 21. Hydraulic servo actuator, 22. Actuator reaction frame, 23. Triangular rib, 3. Simulated axle tooling, 31. Column, 32. Crossbeam, 4. Simulated frame tooling, 41. Box, 42. Connecting rod support assembly, 43. Suspension cylinder support, 44. Fixed tripod, 45. Support frame, 5. Simulated suspension cylinder tooling, 6. Test thrust rod, 61. Lower longitudinal thrust rod, 62. Upper longitudinal thrust rod, 63. Horizontal thrust rod. DETAILED DESCRIPTION

[0026] In order to better explain the present application and facilitate understanding, the present application is described in detail below in conjunction with the accompanying drawings through specific implementation methods. Figure 2 The orientation of is used as a reference. The position of the lower longitudinal thrust rod 61 relative to the upper longitudinal thrust rod 62 is defined as "up".

[0027] As mentioned above, mining dump trucks, also known as mining 4-wheelers, are a type of off-road dump trucks, specially used for transporting coal, sand and other materials in off-road field sites such as mines, large open-pit mines, and water conservancy projects. Mining dump trucks have a variety of specifications to choose from, such as 10 tons to 80 tons, depending on different carrying capacities and requirements.

[0028] Mining dump trucks mainly run on unpaved roads in mining areas. These road conditions are usually very bad, including high-frequency vibration and impact. The thrust rod of the suspension of a mining dump truck plays a key role in the vehicle. Its main function is to transmit various forces and moments on the suspension, and through the lever action, the wheels of the two connected axles are kept in contact with the ground and the load is evenly distributed. This is the key to ensure the stable driving of mining dump trucks under bad road conditions.

[0029] The thrust rod of the vehicle suspension of a mining dump truck generally includes: an upper longitudinal thrust rod, a lower longitudinal thrust rod and a transverse thrust rod. Among them, the upper longitudinal thrust rod is used to connect the frame and the axle, bear and transmit the longitudinal load and torque from the frame, usually located above the axle and connected to the frame; the lower longitudinal thrust rod is located below the axle, connected to the frame or the balance suspension, and its function is similar to that of the upper longitudinal thrust rod, but it is more involved in adjusting the positioning of the wheels and maintaining the contact between the wheels and the ground; the transverse thrust rod is usually arranged laterally between the axle and the balance suspension, and is mainly used to balance and stabilize the loads on the wheels on both sides to ensure that the wheels maintain uniform contact with the ground.

[0030] The car suspension thrust rod may fail due to excessive fatigue, lack of lubrication, excessive impact, etc. For example, long-term overload work will increase the fatigue level of the car suspension thrust rod, leading to fracture; long-term friction and lack of lubrication will cause damage to parts; excessive impact may cause direct deformation of parts and cause damage to the entire thrust rod.

[0031] However, the existing test method is the whole vehicle road test, which is inefficient, extremely costly, has strong assessment uncertainty, and is difficult to predict and reproduce reliability problems. The general single thrust rod fatigue test bench, because its non-simulation real vehicle suspension structure design and installation, the stress on all structural parts is not realistic enough, and the constraint state and structural stress of the thrust rod are difficult to simulate the complex working scenes in the mining area, and therefore it is impossible to reproduce and predict failures.

[0032] In order to solve at least one of the technical problems existing in the prior art or related technology, the present application provides a vehicle suspension thrust rod fatigue test bench, including: a base, an actuator assembly, a simulated axle tooling and a simulated frame tooling, wherein the actuator assembly is arranged on the base; the simulated axle tooling includes: a column and a crossbeam, and the columns are arranged at both ends of the crossbeam; the actuator assembly is connected to the column; the crossbeam is connected to the simulated frame tooling to test the thrust rod; the actuator assembly is used to simulate the actual load of the wheel, the simulated frame tooling is used to simulate the actual working condition of the frame, the column is used to simulate the actual working condition of the wheel, and the crossbeam is used to simulate the actual working condition of the axle. By simulating the axle tooling, frame tooling and suspension cylinder tooling, the installation of the simulated vehicle suspension assembly is simulated to ensure that all structural parts are subjected to real forces, omit the lateral and vertical loading mechanisms, realize four-channel dual-degree-of-freedom fatigue test loading, and solve the problem of complex loading structure; the base is equipped with a four-channel high-load actuator assembly to meet the sample's ultimate load loading strength requirements, and the load spectrum processing technology is used to concentrate the test load, achieve 32 times test acceleration, and compress the test cycle. The fatigue test equivalent to 8 years of working time only takes 3 months to complete, which solves the problem of low efficiency of road tests on physical prototypes, accurately reproduces the test thrust rod failure, and accurately predicts the life of the test thrust rod.

[0033] The following describes a vehicle suspension thrust rod fatigue test bench according to some embodiments provided by the present application with reference to the accompanying drawings.

[0034] See also Figures 1 to 4 A vehicle suspension thrust rod fatigue test bench provided in an embodiment of the first aspect of the present application includes: a base 1, an actuator assembly 2, a simulated axle tooling 3 and a simulated frame tooling 4, wherein the actuator assembly 2 is arranged on the base 1; the simulated axle tooling 3 includes: a column 31 and a crossbeam 32, and the column 31 is arranged at both ends of the crossbeam 32; the actuator assembly 2 is connected to the column 31; the crossbeam 32 is connected to the simulated frame tooling 4 to test the thrust rod 6; the actuator assembly 2 is used to simulate the actual load of the wheel, the simulated frame tooling 4 is used to simulate the actual working condition of the frame, the column 31 is used to simulate the actual working condition of the wheel, and the crossbeam 32 is used to simulate the actual working condition of the axle.

[0035] The base 1 can be an infrastructure platform made of cast iron, which is strong, stable, durable and wear-resistant. It is used to support large workpieces and can bear the test load to ensure stability during the test and prevent interference with the test results due to factors such as vibration and displacement.

[0036] The actuator assembly 2 is an output mechanism for dynamic tests, and its main function is to apply control force to the control object according to the determined control law. For example, by sending and receiving control signals and feedback signals through the host computer software, the test load spectrum excitation of the load spectrum of the mining area with different amplitudes, phases, and frequencies is realized, thereby simulating the actual load condition of the wheels when the mining dump truck is driving on the unpaved road in the mining area.

[0037] The simulated axle fixture 3 simulates the axle of a mining dump truck, which is equivalent to the inverted mining dump truck, that is, the connection between the column 31 and the actuator assembly 2 is the simulated tire grounding point, and the longitudinal excitation of the tire grounding point by the mining road is simulated by controlling the actuator assembly 2. The crossbeam 32 is designed with reference to the actual axle working condition, and the simulated frame fixture 4 is designed with reference to the working condition of the connection between the actual frame of the mining dump truck and the test thrust rod 6, so as to achieve the effect of simulating the connection constraint of the vehicle suspension thrust rod in the real physical prototype. Through the simulated axle fixture 3 and the simulated frame fixture 4, the installation of the vehicle suspension thrust rod assembly can be simulated to ensure that the force of all structural parts is the same as that of the real physical prototype, so as to accurately reproduce the failure of the test thrust rod 6 and accurately predict the life of the test thrust rod 6.

[0038] In an illustrative embodiment, Figure 3 As shown, the simulated vehicle frame tooling 4 includes: a box body 41 and a connecting rod support assembly 42 . The connecting rod support assembly 42 is arranged on the box body 41 , and the connecting rod support assembly 42 is used to connect the test thrust rod 6 .

[0039] The box body 41 plays a role of support and force feedback, and the connecting rod support assembly 42 is used to install the test thrust rod 6, so that the connection constraint effect of the test thrust rod 6 is the same as the connection constraint effect of the real physical prototype vehicle.

[0040] In an illustrative embodiment, Figure 2 As shown, the vehicle suspension thrust rod fatigue test bench also includes: a simulated suspension cylinder tooling 5, a suspension cylinder support 43 is provided on the box body 41, one end of the simulated suspension cylinder tooling 5 is connected to the suspension cylinder support 43, and the other end is connected to the crossbeam 32; the simulated suspension cylinder tooling 5 is used to simulate the actual oil and gas suspension cylinder.

[0041] The suspension system is generally connected to the frame and the axle through an oil-gas suspension cylinder, and is a vital component of a mining dump truck. It can buffer the impact force transmitted to the frame or body by an uneven road surface, and attenuate the vibration caused thereby, so as to ensure the smooth running of the mining dump truck. In order to simulate the stress state of the suspension system, a suspension cylinder support 43 is provided on the box 41 of the simulated frame fixture 4, and the simulated suspension cylinder fixture 5 is installed through the suspension cylinder support 43. By adjusting the simulated suspension cylinder fixture 5, the suspension posture under different loading conditions can be simulated, so that the stress effect of the test thrust rod 6 is closer to the actual situation.

[0042] In an illustrative embodiment, the test thrust rod 6 includes: a lower longitudinal thrust rod 61, one end of which is connected to the connecting rod support assembly 42, and the other end is connected to the top of the cross beam 32. The lower longitudinal thrust rod 61 is located below the axle in the real physical prototype. Since the simulated axle fixture 3 simulates the inverted mining dump truck, the lower longitudinal thrust rod 61 is at the top of the cross beam 32, and its connection constraint is the same as that of the real physical prototype.

[0043] In an illustrative embodiment, the test thrust rod 6 further includes: an upper longitudinal thrust rod 62, one end of which is connected to the connecting rod support assembly 42, and the other end is connected to the bottom of the cross beam 32. The upper longitudinal thrust rod 62 is located above the axle in the real physical prototype. Since the simulated axle fixture 3 simulates the inverted mining dump truck, the upper longitudinal thrust rod 62 is at the bottom of the cross beam 32, and its connection constraint is the same as that of the real physical prototype.

[0044] In an exemplary embodiment, the test thrust rod 6 includes: a transverse thrust rod 63, one end of which is connected to the bottom of the cross beam 32, and the other end is connected to the top of the box body 41. The transverse thrust rod 63 is arranged transversely between the cross beam 32 and the box body 41, and its connection constraints are the same as those of the real physical prototype vehicle.

[0045] In an exemplary embodiment, the simulated vehicle frame tooling 4 further includes: a fixed tripod 44, which is arranged at both ends of the box body 41. The fixed tripod 44 is arranged on the base 1 to provide stability and support. The fixed tripod 44 is in the shape of a triangle, and three pillars or reinforcing ribs are used to form a triangle. This structure can ensure that when subjected to external force, the bracket can maintain its shape and position unchanged, thereby providing stable support.

[0046] Further, if Figure 4 As shown, multiple groups of fixed tripods 44 can be provided, which are respectively located at both ends of the box body 41 in an array manner, so as to provide more stable support.

[0047] In an exemplary embodiment, the simulated frame tooling 4 further includes: a support frame 45, which is disposed below the box body 41. The support frame 45 is located below the box body 41, which can effectively increase the stability of the box body 41 and provide stable support.

[0048] In an illustrative embodiment, the actuator assembly 2 includes: a hydraulic servo actuator 21 and an actuator reaction frame 22, the actuator reaction frame 22 is arranged on the base 1; the hydraulic servo actuator 21 is arranged on the actuator reaction frame 22, and the output end of the hydraulic servo actuator 21 is connected to the column 31.

[0049] The hydraulic servo actuator 21 is a precision control mechanism based on the hydraulic principle, which is mainly used to generate and adjust load and displacement. It is mainly composed of a servo valve, an oil chamber, a control coil, etc. The servo valve controls the flow of hydraulic oil, thereby driving the piston or rotor in the actuator to move and achieve the required load and displacement output. The main function of the actuator reaction frame 22 is to receive and balance the reaction force generated by the hydraulic servo actuator 21. Through its solid structure and stable support, it can effectively prevent equipment damage or experimental failure caused by the reaction force generated by the actuator.

[0050] Furthermore, the actuator reaction frame 22 is provided with triangular ribs 23, which can enhance the stability and bearing capacity of the actuator reaction frame 22, so that it can withstand greater pressure and load, thereby improving the stability of the structure.

[0051] In an illustrative embodiment, the number of actuator assemblies 2 is at least 4. This design can simulate the load conditions of 4 wheels at the same time, meet the sample's ultimate load strength requirements, and combine load spectrum processing technology to concentrate the test load, achieve 32 times test acceleration, compress the test cycle, and complete the equivalent 8-year working time fatigue test in only 3 months, solving the problem of low efficiency of physical sample road tests.

[0052] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the feature. In the description of the present application, "plurality" means two or more, unless otherwise clearly and specifically defined.

[0053] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, or a detachable hinge, or an integral one; it can be a mechanical connection, or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0054] In the present application, unless otherwise clearly specified and limited, when a first feature is “on” or “below” a second feature, it may be that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, when a first feature is “above”, “above” or “above” a second feature, it may be that the first feature is directly above or obliquely above the second feature, or it may simply mean that the first feature is higher in level than the second feature. When a first feature is “below”, “below” or “below” a second feature, it may be that the first feature is directly below or obliquely below the second feature, or it may simply mean that the first feature is lower in level than the second feature.

[0055] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "exemplary embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0056] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in the field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle suspension thrust rod fatigue test bench, characterized in that: include: A base (1), an actuator assembly (2), a simulated axle tooling (3) and a simulated frame tooling (4), wherein the actuator assembly (2) is arranged on the base (1); The simulated vehicle axle tooling (3) comprises: a column (31) and a crossbeam (32), wherein the column (31) is arranged at both ends of the crossbeam (32); The actuator assembly (2) is connected to the column (31); The crossbeam (32) and the simulated vehicle frame tooling (4) are connected to a test thrust rod (6); The actuator assembly (2) is used to simulate the actual load of the wheel, the simulated frame tooling (4) is used to simulate the actual working condition of the frame, the upright column (31) is used to simulate the actual working condition of the wheel, and the crossbeam (32) is used to simulate the actual working condition of the axle.

2. A vehicle suspension thrust rod fatigue test bench as claimed in claim 1, characterized in that: The simulated vehicle frame tooling (4) comprises: a box body (41) and a connecting rod support assembly (42); the connecting rod support assembly (42) is arranged on the box body (41); and the connecting rod support assembly (42) is used to connect the test thrust rod (6).

3. A vehicle suspension thrust rod fatigue test bench as claimed in claim 2, characterized in that: Also includes: A simulated suspension cylinder tooling (5), wherein a suspension cylinder support (43) is provided on the box body (41), one end of the simulated suspension cylinder tooling (5) is connected to the suspension cylinder support (43), and the other end is connected to the crossbeam (32); the simulated suspension cylinder tooling (5) is used to simulate an actual oil-gas suspension cylinder.

4. A vehicle suspension thrust rod fatigue test bench as claimed in claim 2, characterized in that: The test thrust rod (6) comprises a lower longitudinal thrust rod (61), one end of which is connected to the connecting rod support assembly (42) and the other end of which is connected to the top of the crossbeam (32).

5. The vehicle suspension thrust rod fatigue test bench according to claim 2, characterized in that: The test thrust rod (6) further comprises: an upper longitudinal thrust rod (62), one end of which is connected to the connecting rod support assembly (42) and the other end of which is connected to the bottom of the crossbeam (32).

6. A vehicle suspension thrust rod fatigue test bench as claimed in claim 2, characterized in that: The test thrust rod (6) comprises a transverse thrust rod (63), one end of which is connected to the bottom of the crossbeam (32), and the other end of which is connected to the top of the box (41).

7. A vehicle suspension thrust rod fatigue test bench as claimed in claim 2, characterized in that: The simulated vehicle frame tooling (4) further comprises: a fixed tripod (44), wherein the fixed tripod (44) is arranged at two ends of the box body (41).

8. The vehicle suspension thrust rod fatigue test bench according to claim 2, characterized in that: The simulated vehicle frame tooling (4) further comprises: a support frame (45), wherein the support frame (45) is arranged below the box body (41).

9. The vehicle suspension thrust rod fatigue test bench according to claim 1, characterized in that: The actuator assembly (2) comprises: a hydraulic servo actuator (21) and an actuator reaction frame (22), wherein the actuator reaction frame (22) is arranged on the base (1); The hydraulic servo actuator (21) is arranged on the actuator reaction frame (22), and the output end of the hydraulic servo actuator (21) is connected to the column (31).

10. The vehicle suspension thrust rod fatigue test bench according to claim 1, characterized in that: The number of the actuator assemblies (2) is at least 4 groups.

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