Damping tower durability test system

Abstract

The utility model relates to a shock absorption tower durability test system, the shock absorption tower durability test system is used for carrying out durability test on a shock absorption tower on a vehicle body, the shock absorption tower durability test system comprises a restraining device and a loading device, the restraining device is connected with the vehicle body to fix the vehicle body, and the loading device is connected with the restraining device. The loading device comprises a first support and a driving assembly, the first support is installed on a shock absorber installation face of the shock absorption tower, the driving assembly is arranged at the lower end of the first support and connected with the first support, and the driving assembly is used for applying loads to the first support. According to the shock absorption tower durability test system, the durability of the shock absorption tower can be quickly and accurately verified by simulating the real use condition of the shock absorption tower, and the reliability is high.

Description

Technical Field

[0001] The utility model relates to the technical field of test equipment, and particularly to a shock absorber tower durability test system. Background Art

[0002] The shock absorber tower of a vehicle is a key component connecting the shock absorber and the vehicle body. During the driving process of the vehicle, the shock absorber tower will be subjected to conduction shocks from the ground, which requires the shock absorber tower to have a certain strength to resist deformation caused by impact loads. And after the vehicle travels a certain mileage under various working conditions, creep cracking will occur in some areas. Therefore, the connections around the shock absorber tower are required to have fatigue durability characteristics for a certain mileage. In the related art, software for simulation is mostly used to test and verify the durability of the shock absorber tower, but the accuracy and reliability of the above verification methods are poor. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems in the related art to some extent.

[0004] To this end, an embodiment of the utility model provides a shock absorber tower durability test system. The shock absorber tower durability test system can quickly and accurately verify the durability of the shock absorber tower by simulating the actual use conditions of the shock absorber tower, and has a high reliability.

[0005] The shock absorber tower durability test system of the embodiment of the utility model is used for performing a durability test on the shock absorber tower on the vehicle body; the shock absorber tower durability test system includes: a restraint device, which is connected to the vehicle body to fix the vehicle body; a loading device, the loading device includes a first bracket and a driving component, the first bracket is installed on the shock absorber mounting surface of the shock absorber tower, the driving component is arranged at the lower end of the first bracket and is connected to the first bracket, and the driving component is used for applying a load to the first bracket.

[0006] According to the shock absorber tower durability test system of the embodiment of the utility model, when performing a durability test on the shock absorber tower on the vehicle body, the vehicle body can be fixed by the restraint device to avoid the problem of the vehicle body shaking or displacing when the loading device applies a load. Since the first bracket is installed on the shock absorber mounting surface of the shock absorber tower, and the driving component is connected to the shock absorber tower through the first bracket, when the driving component applies a load to the first bracket, the load can be transmitted to the shock absorber tower through the first bracket to simulate the actual working environment of the shock absorber tower. Therefore, the shock absorber tower durability test system of the embodiment of the utility model can quickly and accurately verify the durability of the shock absorber tower by simulating the actual use conditions of the shock absorber tower, and has a high reliability.

[0007] In some embodiments, the loading device further includes a force sensor installed between the first bracket and the driving assembly. The shock tower durability test system further includes a collection device connected to the force sensor for collecting data of the force sensor.

[0008] In some embodiments, the driving assembly includes a hydraulic cylinder. The output end of the hydraulic cylinder is connected to the force sensor, and the output end of the hydraulic cylinder is telescopic in a direction close to and away from the first bracket.

[0009] In some embodiments, the vehicle body includes two longitudinally arranged frame side members spaced left and right. The restraint device includes a first restraint assembly. The first restraint assembly includes a first support seat, a first pressing plate, and a first fastener. The first support seat is installed at the lower end of the first pressing plate and defines a clamping cavity with the first pressing plate. The two longitudinally arranged frame side members are fixed in the clamping cavity, and the first fastener passes through the first pressing plate and the first support seat.

[0010] In some embodiments, there are at least two first restraint assemblies, and the two first restraint assemblies are arranged at intervals in the front-rear direction of the vehicle body; and / or, the first support seat includes two seat bodies, and the two seat bodies respectively support the lower ends of the two longitudinally arranged frame side members. There are two first fasteners, and the two first fasteners are connected to the two seat bodies in a one-to-one correspondence; and / or, the first fastener includes a screw rod and a nut. The screw rod passes through the pressing plate and the first support seat, and the nut is screwed on the screw rod and abuts against the pressing plate.

[0011] In some embodiments, the vehicle body includes an upper longitudinal beam of the door frame. The restraint device includes a second restraint assembly. The second restraint assembly includes a second support seat and a second bracket. The upper end of the second bracket is connected to the upper longitudinal beam of the door frame, and the lower end of the second bracket is connected to the second support seat.

[0012] In some embodiments, there are at least two second restraint assemblies, and the two second restraint assemblies are respectively on the left and right sides of the upper longitudinal beam of the door frame; and / or, at least one of the upper longitudinal beam of the door frame and the second support seat is detachably connected to the second bracket.

[0013] In some embodiments, the shock tower includes a left shock tower and a right shock tower. The restraint device includes a third restraint assembly. The third restraint assembly is connected to one of the left shock tower and the right shock tower, and the loading device is connected to the other of the left shock tower and the right shock tower.

[0014] In some embodiments, the third constraint component includes a third support base and a third bracket. The third bracket is connected to one of the left shock tower and the right shock tower, and the third support base is installed at the lower end of the third bracket and connected to the third bracket.

[0015] In some embodiments, the shock tower durability test system further includes a fixed table, and both the constraint device and the loading device are installed on the fixed table. Description of the Drawings

[0016] Figure 1 is a top view of the installation of the shock tower durability test system of the embodiment of the present invention and the vehicle body.

[0017] Figure 2 is a side view of the installation of the shock tower durability test system of the embodiment of the present invention and the vehicle body.

[0018] Figure 3 is a side view of the loading device of the shock tower durability test system of the embodiment of the present invention.

[0019] Reference Numerals:

[0020] 1. Constraint device; 11. First constraint component; 111. First support base; 1111. Seat body; 112. First pressing plate; 113. First fastener; 1131. Screw rod; 1132. Nut; 12. Second constraint component; 121. Second support base; 122. Second bracket; 13. Third constraint component; 131. Third support base; 132. Third bracket; 133. Second threaded part;

[0021] 2. Loading device; 21. First bracket; 22. Driving component; 221. Hydraulic cylinder; 222. Hydraulic base; 23. Force sensor; 24. First threaded part;

[0022] 3. Vehicle body; 31. Frame longitudinal beam; 32. Upper longitudinal beam of door frame; 33. Shock tower; 331. Left shock tower; 332. Right shock tower. Detailed Embodiments

[0023] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention.

[0024] The following reference Figures 1 to 3 describes the shock tower durability test system of the embodiment of the present invention.

[0025] As Figures 1 to 3As shown in the figure, the shock tower durability test system according to the embodiment of the present invention is used to perform a durability test on the shock tower 33 on the vehicle body 3. The shock tower durability test system includes a restraint device 1 and a loading device 2. The restraint device 1 is connected to the vehicle body 3 to fix the vehicle body 3. The loading device 2 includes a first bracket 21 and a driving component 22. The first bracket 21 is installed on the shock absorber mounting surface of the shock tower 33. The driving component 22 is provided at the lower end of the first bracket 21 and is connected to the first bracket 21. The driving component 22 is used to apply a load to the first bracket 21.

[0026] According to the shock tower durability test system of the embodiment of the present invention, when performing a durability test on the shock tower 33 on the vehicle body 3, the vehicle body 3 can be fixed by the restraint device 1 to avoid problems such as shaking or displacement of the vehicle body 3 when the loading device 2 applies a load. Since the first bracket 21 is installed on the shock absorber mounting surface of the shock tower 33 and the driving component 22 is connected to the shock tower 33 through the first bracket 21, when the driving component 22 applies a load to the first bracket 21, the load can be transmitted to the shock tower 33 through the first bracket 21 to simulate the real working environment of the shock tower 33. Therefore, the shock tower durability test system of the embodiment of the present invention can quickly and accurately verify the durability of the shock tower 33 by simulating the real use conditions of the shock tower 33, and makes the test data and test results more reliable.

[0027] It can be understood that the connection between the first bracket 21 and the shock absorber mounting surface of the shock tower 33 can simulate the real environment of the connection between the shock absorber and the shock absorber mounting surface of the shock tower 33. In other words, when the driving component 22 applies a load to the first bracket 21, it can simulate the real environment of the shock absorber impacting the shock tower 33, so as to improve the accuracy of the shock tower 33 durability test and the reliability of the obtained test data, provide effective support for product development, and help shorten the development cycle.

[0028] In addition, the shock tower durability test system of the embodiment of the present invention can assess the shock tower 33 and its surrounding structures before the actual vehicle road test, discover the weak points of the vehicle in advance, and provide technical support for professional departments to further optimize the vehicle.

[0029] For example, the shock tower 33 can be integrally cast with the vehicle body 3 to perform a durability test on the shock tower 33 and its surrounding structures through the shock tower durability test system of the embodiment of the present invention.

[0030] In the example of this application, the first bracket 21 and the shock absorber tower 33 are connected by a first threaded member 24. On the one hand, it is convenient for the operator to install and disassemble the first bracket 21. On the other hand, since the shock absorber tower 33 and the shock absorber are also fixed by means of threaded fastening, the installation environment of a real shock absorber can be simulated, thereby further improving the accuracy of the test.

[0031] Optionally, as Figure 3 shown, the loading device 2 further includes a force sensor 23. The force sensor 23 is installed between the first bracket 21 and the driving assembly 22. The shock absorber tower durability test system further includes a collecting device (not shown). The collecting device is connected to the force sensor 23 for collecting the data of the force sensor 23. It can be understood that when the driving assembly 22 applies a load to the first bracket 21, since the driving assembly 22 is connected to the first bracket 21 through the force sensor 23, the magnitude of the load applied by the driving assembly 22 can be known through the force sensor 23. The collecting device can collect the test data obtained by the force sensor 23 so that technicians can analyze the durability of the shock absorber tower 33 and provide effective support for product development, which is beneficial to shortening the development cycle.

[0032] In the example of this application, the collecting device is also connected to the driving assembly 22. The collecting device can collect the force conduction data of the force sensor 23 and the driving stroke of the driving assembly 22 to match the preset load applied by the shock absorber tower durability test system to ensure the accuracy of the test data.

[0033] The driving assembly 22 can be a motor driving module, a hydraulic driving module or a pneumatic driving module. This application does not make specific limitations on the structure of the driving assembly 22.

[0034] In one example, as Figure 3 shown, the driving assembly 22 is a hydraulic driving module. The driving assembly 22 includes a hydraulic cylinder 221. The output end of the hydraulic cylinder 221 is connected to the force sensor 23, and the output end of the hydraulic cylinder 221 is telescopic in the direction close to and away from the first bracket 21. By setting the driving assembly 22 as a hydraulic driving structure in the embodiment of the present utility model, it can be ensured that the driving assembly 22 can output a large load. In addition, since the output end of the hydraulic cylinder 221 is connected to the force sensor 23, and the output end of the hydraulic cylinder 221 applies a load to the first bracket 21 and the shock absorber tower 33 in a reciprocating telescopic manner, the structural arrangement of the loading device 2 can be simple, which is convenient for assembly and processing.

[0035] As Figure 3As shown, the driving component 22 further includes a hydraulic base 222. The hydraulic base 222 is installed at the bottom of the hydraulic cylinder 221, and the bottom surface area of the hydraulic base 222 is larger than that of the hydraulic cylinder 221, thereby improving the stability of the support of the driving component 22.

[0036] In some embodiments, as Figure 1 and Figure 2 shown, the vehicle body 3 includes two frame longitudinal beams 31 arranged at intervals left and right. The restraint device 1 includes a first restraint assembly 11. The first restraint assembly 11 includes a first support seat 111, a first pressing plate 112, and a first fastener 113. The first support seat 111 is installed at the lower end of the first pressing plate 112 and defines a clamping cavity with the first support seat 111. The two frame longitudinal beams 31 are fixed in the clamping cavity, and the first fastener 113 passes through the first pressing plate 112 and the first support seat 111. Thereby, the vehicle body 3 can be fixed, so that when the loading device 2 applies a load to the shock tower 33, other components of the vehicle body 3 are prevented from moving synchronously with the shock tower 33, which is beneficial to ensuring the reliability of the test results of the durability of the shock tower 33.

[0037] It can be understood that the first restraint assembly 11 can simultaneously perform position restraint on the two frame longitudinal beams 31. The first support seat 111 is installed at the lower end of the frame longitudinal beam 31, and the pressing plate is installed at the upper end of the frame longitudinal beam 31. The pressing plate and the first support seat 111 jointly clamp the frame longitudinal beam 31. The first fastener 113 is used to connect the first pressing plate 112 and the first support seat 111 to ensure the reliability of clamping the frame longitudinal beam 31 by the pressing plate and the first support seat 111.

[0038] Optionally, as Figure 1 and Figure 2 shown, there are at least two first restraint assemblies 11, and the two first restraint assemblies 11 are arranged at intervals in the front-rear direction of the vehicle body 3. For example, the first restraint assembly 11 can be two or more to further improve the stability of the vehicle body 3 during the test.

[0039] In the example of the present application, the vehicle body 3 is a half body-in-white 3. That is, the body-in-white 3 is cut along the front end of the B-pillar, and the front part of the vehicle body 3 is used for the durability test of the shock tower 33. There are two first restraint assemblies 11, and the two first restraint assemblies 11 are arranged at intervals in the front-rear direction to perform position restraint on the frame longitudinal beams 31 of the half body-in-white 3.

[0040] As Figure 1 shown, the frame longitudinal beam 31 can be the sill beam structure of the frame, that is, the two first restraint assemblies 11 are arranged at intervals in the front-rear direction to perform position restraint on the two sill beams.

[0041] Optionally, the first support base 111 includes two base bodies 1111, the two base bodies 1111 respectively support the lower ends of the two longitudinal frame beams 31, there are two first fasteners 113, and the two first fasteners 113 are connected to the two base bodies 1111 in one-to-one correspondence. It can be understood that the two base bodies 1111 (the first support base 111) are of a split structure, and the two base bodies 1111 respectively correspond to the two longitudinal frame beams 31, thus facilitating the assembly and processing of the first support base 111.

[0042] As Figure 1 and Figure 2 shown, the first fastener 113 includes a screw 1131 and a nut 1132. The screw 1131 passes through the pressing plate and the first support base 111, and the nut 1132 is screwed onto the screw 1131 and abuts against the pressing plate. It can be understood that the first fastener 113 is detachably connected to the pressing plate and the first support base 111 by using the cooperation of the screw 1131 and the nut 1132, thus facilitating the disassembly and assembly of the first restraint assembly 11 and the longitudinal frame beam 31.

[0043] Optionally, as Figure 1 and Figure 2 shown, the vehicle body 3 includes an upper longitudinal beam 32 of the door frame, the restraint device 1 includes a second restraint assembly 12, the second restraint assembly 12 includes a second support base 121 and a second bracket 122, the upper end of the second bracket 122 is connected to the upper longitudinal beam 32 of the door frame, and the lower end of the second bracket 122 is connected to the second support base 121. Among them, the second restraint assembly 12 can perform position restraint on the upper half of the vehicle body 3 to improve the stability of the vehicle body 3 during testing.

[0044] In a specific example, the first restraint assembly 11 performs position restraint on the lower half of the vehicle body 3 (the longitudinal frame beam 31), and the second restraint assembly 12 performs position restraint on the upper half of the vehicle body 3 (the upper longitudinal beam 32 of the door frame), thus improving the overall stability of the vehicle body 3 during testing.

[0045] As Figure 1 shown, there are at least two second restraint assemblies 12, and the two second restraint assemblies 12 are respectively on the left and right sides of the upper longitudinal beam 32 of the door frame. Thus, the stability of the vehicle body 3 during testing can be further improved.

[0046] Optionally, at least one of the upper longitudinal beam 32 of the door frame and the second support base 121 is detachably connected to the second bracket 122.

[0047] For example, the longitudinal beam 32 on the door frame is welded to the second bracket 122, and the second support seat 121 is bolted to the second bracket 122. Another example is that the longitudinal beam 32 on the door frame is bolted to the second bracket 122, and the second support seat 121 is welded to the second bracket 122. Another example is that both the longitudinal beam 32 on the door frame and the second support seat 121 are bolted to the second bracket 122.

[0048] Since there is no dedicated fixing structure for the second bracket 122 on the longitudinal beam 32 of the door frame, in the embodiment of the present application, the longitudinal beam 32 on the door frame and the second bracket 122 are connected by welding. The assembly method is simple and the fixing effect is good.

[0049] In some embodiments, as Figure 1 shown, the shock absorber tower 33 includes a left shock absorber tower 331 and a right shock absorber tower 332. The restraint device 1 includes a third restraint assembly 13. The third restraint assembly 13 is connected to one of the left shock absorber tower 331 and the right shock absorber tower 332, and the loading device is connected to the other of the left shock absorber tower 331 and the right shock absorber tower 332. It can be understood that when the shock absorber tower durability test system of the embodiment of the present invention conducts a durability test on the shock absorber tower 33, the shock absorber tower 33 is loaded unidirectionally to improve the accuracy of the durability test data of the shock absorber tower 33.

[0050] The unidirectional loading scheme of the shock absorber tower 33 of the shock absorber tower durability test system of the embodiment of the present invention can avoid the problem of vibration interference of the shock absorber tower 33 caused by simultaneous loading of the two shock absorber towers 33 compared with the scheme of simultaneous loading of the two shock absorber towers 33, which is beneficial to improving the accuracy of the durability test of the shock absorber tower 33.

[0051] It should be noted that when loading the left shock absorber tower 331, the third restraint assembly 13 restricts the position of the right shock absorber tower 332. When loading the right shock absorber tower 332, the third restraint assembly 13 restricts the position of the left shock absorber tower 331.

[0052] Specifically, as Figure 2 shown, the third restraint assembly 13 includes a third support seat 131 and a third bracket 132. The third bracket 132 is connected to one of the left shock absorber tower 331 and the right shock absorber tower 332. The third support seat 131 is installed at the lower end of the third bracket 132 and is connected to the third bracket 132. It can be understood that the upper end of the third bracket 132 is connected to the left shock absorber tower 331 (right shock absorber tower 332) by a second threaded member 133. The lower end of the third bracket 132 is connected to the upper end of the third support seat 131. The third support seat 131 and the third bracket 132 can jointly restrain the left shock absorber tower 331 (right shock absorber tower 332) to assist the shock absorber tower durability test system in unidirectionally loading the shock absorber tower 33.

[0053] In the example of this application, the shock absorber tower durability test system further includes a fixing table (not shown), and both the restraint device 1 and the loading device 2 are installed on the fixing table. It can be understood that the first support seat 111, the second support seat 121, the third support seat 131, and the hydraulic base 222 are all installed on the fixing table, whereby the shock absorber tower durability test system can be fixed to improve the stability and reliability during the test of the shock absorber tower durability test system. For example, the fixing table can be an iron fixing base.

[0054] For example, the height of any one of the first support seat 111, the second support seat 121, the third support seat 131, and the hydraulic base 222 can be adjusted to expand the applicable range of the shock absorber tower durability test system.

[0055] As Figures 1 to 3 shown, the test process of the shock absorber tower durability test system of the embodiment of the present utility model is as follows:

[0056] S1: Place half of the white body 3 (half of the white body 3 includes: two shock absorber towers on the front side of the body 3, the shock absorber tower connecting upper crossbeam, the front subframe, the front bumper beam, the cooling module crossbeam and other parts. Of course, other relevant parts and connection points that affect the evaluation of the test results should also be included in half of the white body 3) on the shock absorber tower durability test system, adjust the attitude of the body 3, and after keeping the body 3 level, clamp the body 3 with the restraint device 1, and install the loading device 2 on one of the shock absorber towers 33;

[0057] S2: Connect the loading hydraulic cylinder 221, debug the acquisition device, and perform preloading on the shock absorber tower 33 before the formal test to eliminate the clearance;

[0058] S3: Complete the test according to the loading load and the corresponding number of loading times described in the spectrum block, and preset the loading frequency of each Block to 1 Hz;

[0059] S4: Test cycle: Each complete test cycle starts from Block1, and sequentially completes all the cycle times from Block1 to Block4, which is 1 times the test life.

[0060] S5: After a complete test cycle ends, check the state of the sample (shock absorber tower 33). If there is no failure, start repeating the second complete test cycle from Block1, and so on until failure.

[0061] S6: If the sample still has no failure after experiencing four complete test cycles, terminate the test.

[0062] During the test process, the deformation of the sample is monitored in real time and synchronized. If abnormal deformation occurs, it is necessary to stop the machine immediately for inspection.

[0063] The shock tower durability test system of the embodiment of the present utility model can quickly verify the durability and fatigue of the shock tower 33, providing effective support for product development. It can assess the shock tower 33 and its surrounding structures before actual vehicle road tests, discover the weak points of the vehicle in advance, and provide technical support for professional departments to further optimize the vehicle.

[0064] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present 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 thus should not be construed as a limitation of the present utility model.

[0065] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0066] In the present utility model, unless otherwise clearly defined and limited, the terms "mounted", "connected", "connected to", "fixed", etc. should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection, or communicable with each other; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0067] In the present utility model, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0068] In the present utility model, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. 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 can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0069] Although the above embodiments have been shown and described, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present utility model. Any changes, modifications, substitutions and variations made by those of ordinary skill in the art to the above embodiments are within the protection scope of the present utility model.

Claims

1. A shock tower durability test system, characterized in that, The shock tower durability test system is used to conduct durability tests on the shock towers on the vehicle body; The shock tower durability test system includes: A restraint device, which is connected to the vehicle body to fix the vehicle body; A loading device, the loading device includes a first bracket and a driving component, the first bracket is installed on the shock absorber mounting surface of the shock tower, the driving component is arranged at the lower end of the first bracket and is connected to the first bracket, and the driving component is used to apply a load to the first bracket.

2. The shock tower durability test system according to claim 1, characterized in that, The loading device further includes a force sensor, the force sensor is installed between the first bracket and the driving component, and the shock tower durability test system further includes a collection device, and the collection device is connected to the force sensor to collect data of the force sensor.

3. The shock tower durability test system according to claim 2, wherein The driving component includes a hydraulic cylinder, the output end of the hydraulic cylinder is connected to the force sensor, and the output end of the hydraulic cylinder is telescopic in a direction close to and away from the first bracket.

4. The shock tower durability test system according to claim 1, characterized in that, The vehicle body includes two longitudinally arranged frame rails spaced left and right, the restraint device includes a first restraint component, the first restraint component includes a first support seat, a first pressing plate and a first fastener, the first support seat is installed at the lower end of the first pressing plate and defines a clamping cavity with the first support seat, and the two longitudinally arranged frame rails are fixed in the clamping cavity, and the first fastener passes through the first pressing plate and the first support seat.

5. The shock tower durability test system according to claim 4, characterized in that, There are at least two of the first restraint components, and the two first restraint components are arranged at intervals in the front-rear direction of the vehicle body; And / or, the first support seat includes two seat bodies, the two seat bodies respectively support the lower ends of the two longitudinally arranged frame rails, there are two first fasteners, and the two first fasteners are connected to the two seat bodies in one-to-one correspondence; And / or, the first fastener includes a screw and a nut, the screw passes through the pressing plate and the first support seat, and the nut is screwed on the screw and abuts against the pressing plate.

6. The shock tower durability test system according to claim 1, characterized in that, The vehicle body includes an upper longitudinal beam of the door frame, the restraint device includes a second restraint component, the second restraint component includes a second support seat and a second bracket, the upper end of the second bracket is connected to the upper longitudinal beam of the door frame, and the lower end of the second bracket is connected to the second support seat.

7. The shock tower durability test system according to claim 6, characterized in that, There are at least two of the second restraint components, and the two second restraint components are respectively on the left and right sides of the upper longitudinal beam of the door frame; And / or, at least one of the upper longitudinal beam of the door frame and the second support seat is detachably connected to the second bracket.

8. The shock tower durability test system according to claim 1, characterized in that, The shock tower includes a left shock tower and a right shock tower, the restraint device includes a third restraint component, the third restraint component is connected to one of the left shock tower and the right shock tower, and the loading device is connected to the other of the left shock tower and the right shock tower.

9. The shock tower durability test system according to claim 8, wherein, The third restraint component includes a third support seat and a third bracket, the third bracket is connected to one of the left shock tower and the right shock tower, and the third support seat is installed at the lower end of the third bracket and is connected to the third bracket.

10. The shock tower durability test system according to any one of claims 1-9, characterized in that, The shock tower durability test system further includes a fixed platform, and both the restraint device and the loading device are installed on the fixed platform.

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