Damping assembly for wheel impact test and wheel impact test device

Abstract

The utility model provides a damping assembly for a wheel impact test and a wheel impact test device, which are used for solving the problem of large design error of a wheel assembly caused by the fact that the influence of different suspension damping parameters on the wheel assembly cannot be identified when the conventional wheel impact equipment is used for carrying out an impact test on the wheel assembly. The damping assembly for the wheel impact test comprises a lifter; the air spring is assembled on the lifter; the adjustable damping shock absorber is partially sealed and wrapped by the air spring; one end of the damping-adjustable shock absorber is fixed in the air spring, and the other end of the damping-adjustable shock absorber penetrates out of the air spring and is used for being rotatably connected with a connecting shaft of a lower swing arm of the simulated whole vehicle suspension.

Description

Technical Field

[0001] The utility model relates to the field of wheel testing, in particular to a shock absorbing component used for wheel impact testing and a wheel impact testing device. Background Art

[0002] In the prior art, many technical specifications of new energy vehicles still follow the design and evaluation standards of traditional fuel vehicles. For example, the method mentioned in the industry standard "QC / T 991 Passenger Car Light Alloy Wheel 90-degree Impact Test Method" is a bench test method for the design strength of the inner rim of aluminum wheels commonly used in the domestic industry. Similar impact equipment is also used in the multi-angle tire dynamic stiffness test device provided in CN207937174U.

[0003] The existing industry standards and existing patents take into account the impact of tire specifications and design loads on the inner rim strength of the wheel, but do not consider the impact of suspension damping on the wheel assembly, and use a disc spring with fixed stiffness to support the cantilever beam or connecting shaft. In fact, different suspension stiffness and damping parameters have a great impact on the impact energy absorption of the wheel assembly. For example, if the wheel impact equipment used in the original industry standards and existing patents is used to perform an impact test on the wheel assembly, the test results obtained cannot identify the impact of different suspension stiffness and damping, which are suspension damping parameters, on the wheel assembly.

[0004] Since the impact test results of the wheel assembly are not accurate, the design error of the wheel assembly will be increased. When the design error is excessive design strength, it will cause cost waste; when the design error is insufficient design strength, it will result in a bench test passing but a road test failing. Utility Model Content

[0005] The utility model provides a shock absorbing component and a wheel impact test device for a wheel impact test, which are used to solve the problem that the existing wheel impact equipment cannot identify the influence of different suspension shock absorbing parameters on the wheel assembly when performing an impact test on the wheel assembly, resulting in a large design error of the wheel assembly.

[0006] The technical solution of the utility model is:

[0007] On the one hand, the utility model provides a shock absorbing assembly for a wheel impact test, comprising:

[0008] Lifter;

[0009] an air spring mounted on the lifter;

[0010] An adjustable damping shock absorber is partially sealed and wrapped by the air spring; one end of the adjustable damping shock absorber is fixed inside the air spring, and the other end of the adjustable damping shock absorber passes through the air spring to be rotatably connected to the connecting shaft of the lower arm of the simulated vehicle suspension.

[0011] Preferably, the shock absorbing assembly for wheel impact test further comprises:

[0012] A pressure sensor is arranged inside the air spring, and the pressure sensor is used to collect the load applied to the air spring by the lifter due to the lifting change.

[0013] Preferably, the shock absorbing assembly for wheel impact test further comprises:

[0014] a bushing fixed inside the air spring;

[0015] The adjustable damping shock absorber is fixedly connected to the bushing inside the air spring;

[0016] The pressure sensor is arranged below the bushing and is pressed by the bushing.

[0017] Preferably, the shock absorbing assembly for wheel impact test further comprises: a fork arm;

[0018] The other end of the adjustable damping shock absorber passes through the air spring and is rotatably connected to one end of the fork arm;

[0019] The other end of the fork arm is used to be rotatably connected to the connecting shaft of the simulated suspension lower arm.

[0020] Preferably, the adjustable damping shock absorber is an electrically controlled adjustable damping shock absorber.

[0021] Preferably, the lifter is a screw lifter.

[0022] On the other hand, the utility model also provides a wheel impact test device with adjustable damping parameters, comprising: the above-mentioned damping assembly for wheel impact test; the wheel impact test device with adjustable damping parameters also includes:

[0023] Simulate the support of the vehicle subframe and the connecting shaft of the lower arm of the vehicle suspension;

[0024] One end of the connecting shaft is rotatably connected to the support, and the other end of the connecting shaft is used for assembly with the wheel assembly;

[0025] The other end of the adjustable damping shock absorber passes through the air spring and is rotatably connected to the connecting shaft.

[0026] Preferably, the connecting shaft is telescopically arranged.

[0027] Preferably, the wheel impact test device with adjustable damping parameters further comprises:

[0028] A limiting structure for limiting the inclination angle of the connecting shaft relative to the horizontal direction, wherein the limiting structure is installed on the support.

[0029] Preferably, each end surface of the limiting structure is protrudingly provided with a boss which forms an inclination angle with the limiting structure itself, and the bosses protrudingly provided on each end surface have different inclination angles.

[0030] The boss on one end surface of the limiting structure presses down the connecting shaft, so that the connecting shaft tilts downward relative to the horizontal direction to form an inclination angle.

[0031] The beneficial effects of the utility model are:

[0032] By adjusting the gas pressure inside the air spring, the stiffness of the shock absorber assembly can be changed according to the different suspension stiffness; by adjusting the damping of the variable damping shock absorber, the damping of the shock absorber assembly can be changed according to the different suspension damping. After the damping and stiffness of the shock absorber assembly are adjustable according to the actual vehicle suspension stiffness and shock absorption, the test results of the impact test on the wheel assembly can better fit the actual working condition results and the vehicle road test results, reduce the design error of the wheel assembly, and thus avoid the related consequences caused by excessive or insufficient design strength of the wheel assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a structural schematic diagram of the shock absorbing assembly in the first embodiment of the utility model;

[0034] Figure 2 It is a structural schematic diagram of a wheel impact test device in a second embodiment of the present utility model;

[0035] Figure 3 It is a structural schematic diagram of a wheel impact test device without a punch in the second embodiment of the utility model;

[0036] Figure 4 It is a schematic diagram of the limiting structure in the second embodiment of the utility model;

[0037] Description of reference numerals:

[0038] 11-lifter; 12-air spring; 13-adjustable damping shock absorber; 14-pressure sensor; 15-bushing; 16-fork arm;

[0039] 2-Connecting shaft;

[0040] 3- support;

[0041] 4-limiting structure; 41-boss; 42-assembly hole;

[0042] 5-Wheel assembly;

[0043] 6- Punch. DETAILED DESCRIPTION

[0044] 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.

[0045] like Figure 1 and Figure 2 The first embodiment of the utility model provides a shock absorbing assembly for a wheel impact test, comprising: a lifter 11; an air spring 12 mounted on the lifter 11; an adjustable damping shock absorber 13 partially sealed and wrapped by the air spring 12; one end of the adjustable damping shock absorber 13 is fixed inside the air spring 12, and the other end of the adjustable damping shock absorber 13 passes through the air spring 12 to be rotatably connected to a connecting shaft 2 simulating a lower arm of a whole vehicle suspension.

[0046] The air spring 12 is formed with an air bag for storing air, and the gas pressure in the air spring 12 is adjusted by changing the volume of gas rushed in. According to the stiffness of the shock absorber of the whole vehicle suspension, the internal air pressure of the air spring 12 is adjusted, thereby achieving the stiffness adjustment of the shock absorbing component.

[0047] When it is necessary to adjust the stiffness of the air spring 12 according to the stiffness of the vehicle suspension, the pressure relief control of the air spring 12 is achieved by manually opening the pressure relief valve on the air spring 12 or by using an electromagnetic pressure relief device to automatically control the pressure relief process of the air spring 12; the air spring 12 is inflated by an external air pump or air compressor.

[0048] The adjustable damping shock absorber 13 may be an electronically controlled adjustable damping shock absorber. Before testing the wheel assembly 5, the damping of the adjustable damping shock absorber 13 may be adjusted according to the damping of the shock absorber of the whole vehicle suspension.

[0049] After the stiffness of the air spring 12 and the damping of the adjustable damping shock absorber 13 are adjusted to match the suspension parameters of the whole vehicle, the test result obtained after the impact test on the wheel assembly 5 is more accurate. The test result obtained by the impact test on the wheel assembly 5 is more consistent with the road test result of the whole vehicle, so the design error of the wheel assembly 5 can be reduced, thereby avoiding the relevant consequences caused by excessive or insufficient design strength of the wheel assembly 5.

[0050] The lifter 11 is used to apply a load simulating the load applied to the suspension by the whole vehicle to the air spring 12. When the lifter 11 rises, the load applied to the air spring 12 increases; when the lifter 11 falls, the load applied to the air spring 12 decreases. In actual testing, the lifter 11 is first lowered to the lowest position, and then the lifter 11 is adjusted to rise according to the design load of the suspension, thereby gradually raising the air spring 12 upward.

[0051] The lifter 11 can be an existing screw lifter or a telescopic lifter that can be telescopically arranged.

[0052] In order to determine the load on the air spring 12, the shock absorbing assembly for wheel impact test in the first embodiment of the utility model also includes: a pressure sensor 14 arranged inside the air spring 12, and the pressure sensor 14 is used to collect the load applied to the air spring 12 by the lifting and lowering changes of the lifter 11.

[0053] During the actual test, when the load collected by the pressure sensor 14 reaches the design load of the wheel assembly 5 to be tested, the lifting operation of the lifter 11 is stopped. At this time, the lifting displacement stroke of the lifter 11 can be recorded, and the corresponding relationship between the lifting displacement stroke and the design load can be recorded for subsequent use.

[0054] like Figure 1 and 2 In order to provide vibration buffering for the adjustable damping shock absorber 13, in the first embodiment of the utility model, the shock absorbing assembly for the wheel impact test further includes: a bushing 15 fixed inside the air spring 12; the adjustable damping shock absorber 13 is fixedly connected to the bushing 15 inside the air spring 12; and the pressure sensor 14 is arranged below the bushing 15 and is pressed by the bushing 15.

[0055] The bushing 15 is used to buffer the adjustable damping shock absorber 13 under special extreme working conditions (such as a working condition where the shock absorber bottoms out due to excessive impact load).

[0056] The bushing 15 is fixedly connected to the air spring 12 and the adjustable damping shock absorber 13 by welding or other methods.

[0057] For the adjustable damping shock absorber 13 in the first embodiment of the utility model, it is rotatably connected to the connecting shaft 2 of the simulated suspension lower arm through the structure of the fork arm 16.

[0058] Specifically, U-shaped slots are respectively provided at both ends of the fork arm 16, and the upper end of the fork arm 16 is rotatably connected to the connecting shaft 2 of the simulated suspension lower arm through a pin shaft provided in the U-shaped slot, and the lower end of the fork arm 16 is also rotatably connected to the adjustable damping shock absorber 13 through a pin shaft provided in the U-shaped slot.

[0059] like Figure 2 and Figure 3 In the second embodiment of the utility model, a wheel impact test device with adjustable shock absorption parameters is provided on the basis of the aforementioned first embodiment. The wheel impact test device includes the shock absorption assembly in the aforementioned first embodiment, and also includes: a support 3 simulating a subframe of the whole vehicle and a connecting shaft 2 simulating a lower control arm of the whole vehicle suspension.

[0060] like Figure 2 and Figure 3 One end of the connecting shaft 2 is rotatably connected to the support 3, and the other end of the connecting shaft 2 is used to be assembled with the wheel assembly 5; the other end of the adjustable damping shock absorber 13 passes through the air spring 12 and is rotatably connected to the connecting shaft 2.

[0061] The specific connection principle between the adjustable damping shock absorber 13 and the connecting shaft 2 refers to the description in the aforementioned first embodiment.

[0062] In order to realize the rotatable connection between the connecting shaft 2 and the support 3, a pin shaft is assembled on the support 3, and a U-shaped open groove into which the connecting shaft 2 is inserted is provided on the support 3, and the two opposite groove walls of the U-shaped open groove are respectively provided with a first pin hole and a second pin hole connected to the outer surface of the support 3, and a third pin hole is provided on the connecting shaft 2; during installation, the connecting shaft 2 is first inserted into the U-shaped open groove, and then the tail end of the pin shaft is successively passed through the first pin hole on the support 3, the third pin hole on the connecting shaft 2 and the second pin hole on the support 3, and then the cotter pin is used to lock the tail pin hole of the pin shaft, so as to realize the fixation of the first pin shaft and realize the rotatable connection of the connecting shaft 2 relative to the first pin shaft.

[0063] In the second embodiment of the utility model, the connecting shaft 2 can also be configured to be retractable to simulate the swing radius of different wheel inclination angles.

[0064] In the second embodiment of the present invention, a method for adjusting the wheel inclination angle is provided, and the inclination angle of the connecting shaft 2 is set to be adjustable. Figure 2 and Figure 3 The wheel impact test device with adjustable damping parameters also includes: a limiting structure 4 for limiting the inclination angle of the connecting shaft 2 relative to the horizontal direction, and the limiting structure 4 is installed on the support 3.

[0065] Specifically, if Figure 4 , each end face of the limiting structure 4 is respectively provided with a boss 41 which forms an inclination angle with the limiting structure 4 itself, and the bosses 41 protruding on each end face correspond to different inclination angles; the boss 41 on one end face of the limiting structure 4 presses down the connecting shaft 2, so that the connecting shaft 2 tilts downward relative to the horizontal direction to form an inclination angle.

[0066] When the connecting shaft 2 needs to be tilted downward at a certain angle, the limiting structure 4 is rotated to make the boss 41 with a corresponding angle press down the connecting shaft 2, so that the connecting shaft 2 tilts downward to the required inclination angle.

[0067] An assembly hole 42 is provided on the limiting structure 4 , in which a nut is pre-installed. The limiting structure 4 and the support 3 are detachably assembled by screwing a bolt from the top of the support 3 into the nut pre-installed on the limiting structure 4 .

[0068] Of course, in the second embodiment of the utility model, the wheel impact test device with adjustable damping parameters should also have the following features: Figure 2 The punch 5 in the figure, the specific arrangement of the punch 6 can refer to the punch design in the prior art, thereby achieving impact testing of the wheel assembly 5 at angles of 30°, 45°, 60° and / or 90° or even more.

[0069] The wheel impact test device after the damping parameters have been adjusted can be installed with the wheel assembly 5, and then the impact test can be carried out according to the preset test rules.

[0070] Before the test, the wheel assembly 5 needs to be inflated in advance, and the inflation pressure is the corresponding pressure specified by the vehicle manufacturer; it is also necessary to ensure that the ambient temperature of the impact test is kept within a reasonable temperature range, such as the conventional impact test. In the embodiment of the present invention, taking the connection shaft 2 requiring to maintain a 1-degree inclination and not requiring to adjust the inclination swing radius of the wheel assembly 5 as an example, the specific process of the wheel assembly 5 conducting an impact test according to the preset test rules for a 90° impact test is introduced. When conducting a 90° impact test, the preset test rules are mainly operated according to the following mode 1 and mode 2.

[0071] Mode 1: With the installation of the limit structure 4, simulate the vehicle rushing over the bumper. The complete operation process of Mode 1 includes:

[0072] S11, first lower the lifter 11 to the lowest position, and control the air spring 12 to be in a pressure relief state.

[0073] S12, position the 1° boss 41 on the limiting structure 4 downward, and install the limiting structure 4 on the support 3, so that the outer surface of the 1° boss 41 on the limiting structure 4 presses down on the connecting shaft 2, and lock the limiting structure 4 on the support 3 with bolts.

[0074] S13, installing the wheel assembly 5 on the connecting shaft 2 of the connecting shaft 2.

[0075] S14, according to the damping and stiffness of the shock absorber of the whole vehicle suspension, the stiffness of the air spring 12 and the damping of the electronically controlled damping shock absorber 13 are adjusted; then according to the design load of the wheel assembly 5, the air spring 12 is gradually raised upward by adjusting the lifter 11 until the pressure sensor 14 shows that the preload reaches the design load of the wheel assembly 5, and the lifting of the lifter 11 is stopped. The displacement stroke of the lifter 11 at this time is recorded.

[0076] S15 . Adjust the height of the punch 6 according to the impact energy corresponding to the design load of the wheel assembly 5 .

[0077] S16, releasing the punch 6, completing the 90° impact test on the wheel assembly 5 at an inclination angle of 1°.

[0078] Mode 2: Without installing the limit structure 4, the whole vehicle is simulated to pass through the pit. The complete operation process of Mode 2 includes:

[0079] S21, first lower the lifter 11 to the lowest position, control the air spring 12 to be in a pressure relief state, and do not install the limiting structure 4.

[0080] S22, then install the wheel assembly 5 on the connecting shaft 2.

[0081] S23, adjusting the stiffness of the air spring 12 and the damping of the electronically controlled damping shock absorber 13 according to the vehicle suspension parameters; and then lifting the air spring 12 upwards according to the displacement stroke of the lifter 11 recorded in S14 in mode one.

[0082] S24, and then adjust the height of the punch 6 according to the same design load corresponding impact energy as S15 in mode 1.

[0083] S25, releasing the punch 6, completing the 90° impact test on the wheel assembly 5 at a 0° inclination angle.

[0084] Through the above method, a 90° impact test on the wheel assembly 5 is achieved, and the obtained vehicle impact test result can accurately match the whole vehicle test result.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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 shock absorbing assembly for a wheel impact test, characterized in that: include: Lifter (11); An air spring (12) mounted on the lifter (11); An adjustable damping shock absorber (13) is partially sealed and wrapped by the air spring (12); one end of the adjustable damping shock absorber (13) is fixed inside the air spring (12), and the other end of the adjustable damping shock absorber (13) passes through the air spring (12) to be rotatably connected to a connecting shaft (2) simulating a lower swing arm of a whole vehicle suspension.

2. The shock absorbing assembly for wheel impact test according to claim 1, characterized in that: The shock absorbing assembly for the wheel impact test also includes: A pressure sensor (14) is arranged inside the air spring (12), and the pressure sensor (14) is used to collect the load applied to the air spring (12) due to the lifting and lowering changes of the lifter (11).

3. The shock absorbing assembly for wheel impact test according to claim 2, characterized in that: The shock absorbing assembly for the wheel impact test also includes: A bushing (15) fixed inside the air spring (12); The adjustable damping shock absorber (13) is fixedly connected to the bushing (15) inside the air spring (12); The pressure sensor (14) is arranged below the bushing (15) and is pressed by the bushing (15).

4. The shock absorbing assembly for wheel impact test according to claim 1, characterized in that: The shock absorbing assembly for the wheel impact test further comprises: a fork arm (16); The other end of the adjustable damping shock absorber (13) passes through the air spring (12) and is rotatably connected to one end of the fork arm (16); The other end of the fork arm (16) is used to be rotatably connected to the connecting shaft (2) of the simulated suspension lower arm.

5. The shock absorbing assembly for wheel impact test according to claim 1, characterized in that: The adjustable damping shock absorber (13) is an electrically controlled adjustable damping shock absorber.

6. The shock absorbing assembly for wheel impact test according to claim 1, characterized in that: The lifter (11) is a screw lifter.

7. A wheel impact test device, characterized in that: include: The shock absorbing assembly for wheel impact test according to any one of claims 1 to 6; the wheel impact test device further comprising: A support (3) simulating a subframe of a complete vehicle and a connecting shaft (2) simulating a lower arm of a suspension of the complete vehicle; One end of the connecting shaft (2) is rotatably connected to the support (3), and the other end of the connecting shaft (2) is used for assembly with the wheel assembly (5); The other end of the adjustable damping shock absorber (13) passes through the air spring (12) and is rotatably connected to the connecting shaft (2).

8. The wheel impact test device according to claim 7, characterized in that: The connecting shaft (2) can be telescopically arranged.

9. The wheel impact test device according to claim 7, characterized in that: The wheel impact test device also includes: A limiting structure (4) for limiting the inclination angle of the connecting shaft (2) relative to the horizontal direction, wherein the limiting structure (4) is mounted on the support (3).

10. The wheel impact test device according to claim 9, characterized in that: Each end surface of the limiting structure (4) is respectively provided with a boss (41) which forms an inclination angle with the limiting structure (4) itself, and the bosses (41) protruding from each end surface correspond to different inclination angles; The boss (41) on one end surface of the limiting structure (4) presses down the connecting shaft (2), causing the connecting shaft (2) to tilt downward relative to the horizontal direction to form an inclination angle.

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