Vehicle chassis testing device

Abstract

The utility model discloses a vehicle chassis testing device, which comprises a mounting seat and a pair of wheel mounting parts oppositely arranged along a first direction, each wheel mounting part comprises a wheel placing table and a wheel mounting base, and the wheel placing table is used for placing a wheel. Moreover, the vehicle chassis testing device also comprises wheel end load simulation devices corresponding to the pair of wheel installation parts, and the wheel end load simulation devices comprise wheel end load simulation devices connected to the corresponding wheel installation parts. The wheel placing table can move along a first direction, the first loading component can be linked with the wheel placing table to move along a first direction, the second loading component can be linked with the wheel placing table to move along a second direction, and the third loading component can be linked with the wheel mounting base and the wheel placing table to move along a third direction. And the stress conditions of the wheels and the chassis system under various working conditions can be reflected more truly.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle testing, in particular to a vehicle chassis testing device. Background Art

[0002] With the rapid development of automotive technology, especially the widespread adoption and application of chassis electronic control systems, the verification and testing of automotive chassis systems face unprecedented challenges and opportunities. Traditional bench testing often focuses on the independent verification of each subsystem within the chassis system, but this approach cannot fully reflect the overall performance and synergy of the chassis system in actual vehicle operation.

[0003] Therefore, achieving chassis system-level verification has become a critical step in modern vehicle development. This requires not only the ability to simulate the stresses of the entire vehicle chassis system under various complex operating conditions, but also the precise reproduction of the vehicle's network communication environment to ensure seamless integration and efficient coordination between the chassis system and other vehicle systems. This comprehensive simulation allows for closer alignment with actual customer usage scenarios, accurately assessing the performance of chassis system components, and promptly identifying potential design flaws and potential failures. This allows for optimization and improvement early in product development, enhancing the reliability and safety of the entire vehicle. This process is crucial for advancing automotive technology and improving product quality.

[0004] For example, a Chinese patent (publication number CN104535335B) discloses a multi-axis loading axle assembly durability test bench, which includes a longitudinal loading device, a vertical loading device, and a transverse loading device. These three sets of loading devices can simultaneously load the axle assembly, and the structure of each set of loading devices is hinged to the piston rod end and loading guide component of the actuator through a changing direction tripod. The hinged changing direction tripod is used to cleverly change the direction of the actuator's force, enabling the three axially arranged actuators to work simultaneously to load the wheels on the axle assembly.

[0005] However, the force of the three actuators of this test bench acts directly on the side surface of the wheel hub through the pressure plate, especially the longitudinal wheel pressure plate. The force point acting on the wheel is completely different from the force conditions of the wheel on the real road surface, and cannot reflect the loading conditions of the axle assembly caused by the actual driving conditions of the wheel. Utility Model Content

[0006] The purpose of the utility model is to solve the technical problem in the prior art that the forces of the three actuators of the test bench act directly on the side surface of the wheel hub through the pressure plate, especially the longitudinal wheel pressure plate, and the force point acting on the wheel is completely different from the force situation of the wheel on the real road surface, which cannot reflect the loading situation of the axle assembly caused by the actual driving condition of the wheel.

[0007] To solve the above technical problems, an embodiment of the present utility model discloses a vehicle chassis testing device, comprising a mounting seat and a pair of wheel mounting components arranged opposite to each other along a first direction, wherein a subframe connecting portion is formed on the mounting seat.

[0008] Each wheel mounting component includes a wheel placement platform and a wheel mounting base. The wheel placement platform is used to place the wheel. The wheel placement platform can move relative to the wheel mounting base along a first direction and a second direction, and is spaced apart from the wheel mounting base in a third direction; wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0009] In addition, the vehicle chassis testing device also includes a wheel end load simulation device corresponding to a pair of wheel mounting components, the wheel end load simulation device includes a first loading component, a second loading component and a third loading component connected to the corresponding wheel mounting components, the first loading component is transmission-connected to the wheel placement platform, and can be linked to move the wheel placement platform along the first direction, the second loading component is transmission-connected to the wheel placement platform, and can be linked to move the wheel placement platform along the second direction, and the third loading component is transmission-connected to the wheel mounting base, and can be linked to move the wheel mounting base and the wheel placement platform along the third direction.

[0010] Using the above technical solution, when using this vehicle chassis testing device, the subframe is first fixedly connected via the subframe connection portion on the mounting base. A pair of coaxial wheels on the subframe are then placed on corresponding wheel platforms. A first loading component links the wheel platforms to move in a first direction, simulating the load on the wheels in the direction of the axle extension. A second loading component links the wheel platforms to move in a second direction, simulating the load on the wheels perpendicular to the axle. A third loading component links the wheel mounting base and the wheel platforms to move in a third direction, simulating the load on the wheels in the vertical direction. Furthermore, the loads in each direction are transmitted to the wheels via the wheel platforms. Compared to the prior art, which uses a pressure plate acting on the side surface of the wheel hub, this vehicle chassis testing device can more realistically simulate the excitation and loads experienced by the vehicle chassis under actual driving conditions, thereby more accurately evaluating the performance of various chassis system components.

[0011] An embodiment of the present utility model also discloses a vehicle chassis testing device, wherein a wheel placing platform is formed with a first guide rail extending along a first direction, and a wheel mounting base is formed with a second guide rail extending along a second direction. A connecting slider is also provided between the wheel placing platform and the wheel mounting base, and the connecting slider is slidably engaged with the first guide rail and the second guide rail.

[0012] Using the above technical solution, when the first loading component moves in conjunction with the wheel platform in the first direction, the wheel platform can slide along the first guide rail relative to the wheel mounting base. When the second loading component moves in conjunction with the wheel platform in the second direction, the wheel platform can slide along the second guide rail relative to the wheel mounting base. This structure allows the wheel platform to move flexibly in the first and second directions relative to the wheel mounting base. The sliding in the first and second directions is independent and does not interfere with each other, ensuring the accuracy and reliability of the test and avoiding errors caused by interference between directions. In the horizontal direction, the load of any complex working condition can be decomposed into the first and second directions. This decomposition allows the wheel platform to simulate the force conditions of the wheel under various complex working conditions, such as bumps on irregular roads and lateral forces during sharp turns.

[0013] The embodiment of the present utility model further discloses a vehicle chassis testing device. In the third direction, a guide component extending along the third direction is provided on a side of the wheel mounting base away from the wheel placement platform.

[0014] By adopting the above technical solution, when the third loading component links the wheel mounting base and the wheel placing platform to move along the third direction, the guide component can guide the movement of the wheel mounting base and the wheel placing platform in the third direction, thereby avoiding errors in the vertical movement of the wheel mounting base and the wheel placing platform, thereby improving the accuracy and reliability of the test.

[0015] An embodiment of the present utility model also discloses a vehicle chassis testing device, wherein the first loading component includes a first loading mounting seat, a first loading driving member, a first loading member and a first loading connecting rod, which are arranged on one side of the wheel mounting component along the first direction. The first loading driving member and the first loading member are arranged on the first loading mounting seat, the first loading member is hinged to the first loading mounting seat, one end of the first loading connecting rod is hinged to the first loading member, and the other end is hinged to the edge of the wheel placement platform along the first direction.

[0016] The first loading driving member is hinged to the first loading member, and drives the first loading member to swing around the hinge point between the first loading mounting seat and the first loading connecting rod, thereby driving the wheel placement platform in a first direction.

[0017] The second loading component includes a second loading mounting seat, a second loading driving member, a second loading member and a second loading connecting rod, which are arranged on one side of the wheel mounting component along the second direction. The second loading driving member and the second loading member are arranged on the second loading mounting seat, and the second loading member is hinged to the second loading mounting seat. One end of the second loading connecting rod is hinged to the second loading member, and the other end is hinged to the edge of the wheel placement platform along the second direction.

[0018] The second loading driving member is hinged to the second loading member, and drives the second loading member to swing around the hinge point between the second loading mounting seat and the second loading connecting rod, thereby driving the wheel placement platform in the second direction.

[0019] Using the above technical solution, when the first loading driver is activated, it drives the first loading member to swing about its hinge point with the first loading mount. This swing is converted by the first loading link into linear movement of the wheel platform in a first direction, thereby achieving precise position adjustment of the wheel platform in the first direction. When the second loading driver is activated, it drives the second loading member to swing about its hinge point with the second loading mount. This swing is converted by the second loading link into linear movement of the wheel platform in a second direction, thereby achieving precise position adjustment of the wheel platform in the second direction. Through the coordinated operation of the first and second loading components, the wheel platform can move independently and precisely in two mutually perpendicular directions.

[0020] This design enables the wheel testing system to simulate wheel forces in various directions, including straight-line driving, cornering, lateral movement, and other operating conditions. Furthermore, because the two directions of movement are independent, test errors caused by interference between the two directions are avoided, improving test accuracy and reliability.

[0021] An embodiment of the present utility model also discloses a vehicle chassis testing device, in which the third loading component is located on the side of the wheel mounting base away from the wheel placement platform in the third direction, and the output end of the third loading component is fixedly connected to the wheel mounting base, and links the wheel mounting base to move along the third direction.

[0022] With the above technical solution, when the third loading component is activated, a force along the third direction is generated and transmitted to the wheel mounting base through the output end. This force causes the wheel mounting base (together with the wheel placement platform and the wheel) to move along the third direction as a whole, thereby more accurately simulating the movement state of the wheel in an actual vehicle, including driving conditions under different road heights, slopes or inclination angles.

[0023] Because the wheel mounting assembly can move in three-dimensional space as a whole, the relative position between the wheel and the wheel mounting base can be controlled more precisely, thereby reducing testing errors and improving test accuracy.

[0024] An embodiment of the present utility model also discloses a vehicle chassis testing device, wherein the wheel placement platform includes a mounting plate and a friction plate stacked in a third direction, the mounting plate is arranged toward the friction plate in the third direction, and the friction plate is detachably connected to the side of the mounting plate away from the wheel mounting base along the third direction.

[0025] Using the above technical solution, the mounting plate is the base part of the wheel placement platform. The mounting plate is responsible for supporting the wheel and providing stable support. The friction plate is detachably connected to the side of the mounting plate away from the wheel mounting base along the third direction. The friction plate is in direct contact with the wheel. By replacing the friction plate, the friction coefficient between the wheel and the test surface can be precisely controlled, thereby ensuring the accuracy and repeatability of the test results. At the same time, by replacing friction plates with different friction coefficients, the friction characteristics under different road conditions can be simulated.

[0026] An embodiment of the present utility model also discloses a vehicle chassis testing device, wherein the mounting seat includes a first base and a second base arranged at intervals along a second direction, a first connecting seat arranged on the first base, a second connecting seat arranged on the second base, and a third connecting seat arranged between the first connecting seat and the second connecting seat.

[0027] The first connecting seat can move along the second direction relative to the first base, the second connecting seat can move along the second direction relative to the second base, and the third connecting seat can move along the third direction relative to the first connecting seat and the second connecting seat.

[0028] Furthermore, a support member is formed between the first connecting seat, the second connecting seat and the third connecting seat. A clamp constituting a sub-frame connecting portion is provided on the support member. A suspension connecting portion is formed on the third connecting seat.

[0029] Using this technical solution, the first and second bases are spaced apart along the second direction, the first connecting seat is disposed on the first base, and the second connecting seat is disposed on the second base. Both connecting seats are movable relative to their respective bases in the second direction, allowing precise position adjustment in the second direction to accommodate different testing requirements. A third connecting seat is disposed between the first and second connecting seats and is movable relative to the first and second connecting seats in a third direction, providing an additional degree of freedom for adjusting the height or tilt angle of the vehicle chassis test apparatus.

[0030] Furthermore, the supports provided between the first, second, and third connectors not only provide structural support but also allow for relative movement between the components. The clamps provided on the supports, forming the subframe connections, are used to secure or clamp the vehicle components to be tested (such as the subframe), ensuring their stable connection to the test system during testing. The suspension connections formed on the third connector connect to the suspension structure on the chassis, enhancing the connection strength between the test apparatus and the vehicle chassis.

[0031] The embodiment of the present utility model further discloses a vehicle chassis testing device, wherein the fixture includes a connecting plate connected to a support member, a pair of first diaphragm springs spaced apart along a first direction, and a pair of second diaphragm springs spaced apart along a second direction.

[0032] A connecting block is provided between the pair of first diaphragm springs, and the connecting plate, the pair of first diaphragm springs and the connecting block are arranged to form a first installation cavity.

[0033] A pair of fixing blocks are arranged between the pair of second diaphragm springs at intervals along the third direction. The pair of second diaphragm springs and the pair of fixing blocks are arranged to form a second installation cavity.

[0034] Using this technical solution, when the clamp is subjected to external forces (such as when clamping a component), the first and second diaphragm springs elastically deform, generating a clamping force. The first and second mounting cavities provide the necessary space for the clamped component. By adjusting the preload or position of the first and second diaphragm springs, the clamping force and direction can be precisely controlled. This clamp simulates the connection structure to the vehicle chassis on a real vehicle.

[0035] An embodiment of the present utility model also discloses a vehicle chassis testing device, which also includes a brake simulation oil circuit, on which a pressure pump, an oil pot, and a one-way valve are provided. In the brake simulation oil circuit, a pipeline downstream of the one-way valve is connected to the oil pipe of the brake system.

[0036] By adopting the above technical solution and setting up a brake simulation oil circuit, the actual performance of each component under simulated braking conditions can be simulated when the vehicle chassis is tested.

[0037] An embodiment of the present utility model also discloses a vehicle chassis testing device, which also includes a steering simulation component, the steering simulation component including a steering drive, a coupling and a connecting shaft, one end of the coupling is connected to the steering drive, and the other end is connected to the connecting shaft, and the end of the connecting shaft facing away from the coupling is connected to the steering column of the steering system.

[0038] By adopting the above technical solution, when the front subframe and a pair of steering wheels are tested, the steering simulation component can be used to link the pair of steering wheels for steering, thereby simulating the actual performance of each component under steering conditions.

[0039] The beneficial effects of the utility model are:

[0040] The utility model discloses a vehicle chassis testing device, which comprises a mounting seat and a pair of wheel mounting components which are arranged opposite to each other along a first direction. A sub-frame connecting portion is formed on the mounting seat.

[0041] Each wheel mounting component includes a wheel placement platform and a wheel mounting base. The wheel placement platform is used to place the wheel. The wheel placement platform can move relative to the wheel mounting base along a first direction and a second direction, and is spaced apart from the wheel mounting base in a third direction; wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0042] In addition, the vehicle chassis testing device also includes a wheel end load simulation device corresponding to a pair of wheel mounting components, the wheel end load simulation device includes a first loading component, a second loading component and a third loading component connected to the corresponding wheel mounting components, the first loading component is transmission-connected to the wheel placement platform, and can be linked to move the wheel placement platform along the first direction, the second loading component is transmission-connected to the wheel placement platform, and can be linked to move the wheel placement platform along the second direction, and the third loading component is transmission-connected to the wheel mounting base, and can be linked to move the wheel mounting base and the wheel placement platform along the third direction.

[0043] Compared with the traditional method of directly applying pressure to the side surface of the wheel hub through a pressure plate, this test device transfers the load directly to the wheel through a wheel placement table. This method is closer to the interaction between the wheel and the ground during actual driving, and can more realistically reflect the stress conditions of the wheel and chassis system under various working conditions.

[0044] By simulating loads in multiple directions, the test device can comprehensively evaluate the performance of chassis system components, including suspension stiffness, damping characteristics, stability, and durability. This precise assessment helps identify potential design flaws or performance bottlenecks, providing strong support for chassis system optimization and improvement.

[0045] In summary, this vehicle chassis test device provides a performance test method for chassis systems that is closer to actual driving conditions by simulating multi-directional loads and real load transfer methods. It can not only more accurately evaluate the performance of various components of the chassis system, but also has flexibility and scalability, suitable for testing needs of various vehicle types and driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A schematic structural diagram of a vehicle chassis testing device provided in an embodiment of the present utility model;

[0047] Figure 2 A schematic structural diagram of a wheel mounting component of a vehicle chassis testing device provided by an embodiment of the present utility model from one perspective;

[0048] Figure 3 A schematic structural diagram of a wheel mounting component of a vehicle chassis testing device provided by an embodiment of the present utility model from another perspective;

[0049] Figure 4 A schematic diagram of the partial structure of the connection between the wheel mounting component and the wheel end load simulation device of the vehicle chassis testing device provided by an embodiment of the present utility model;

[0050] Figure 5 A schematic structural diagram of a first loading mounting seat of a first loading component of a vehicle chassis testing device provided by an embodiment of the present utility model;

[0051] Figure 6 A schematic structural diagram of a first loading member of a first loading component of a vehicle chassis testing device provided by an embodiment of the present utility model from one perspective;

[0052] Figure 7 A schematic structural diagram of a first loading member of a first loading component of a vehicle chassis testing device provided by an embodiment of the present utility model from another perspective;

[0053] Figure 8 A schematic structural diagram of a first base and a second base of a mounting base of a vehicle chassis testing device provided by an embodiment of the present utility model;

[0054] Figure 9 A schematic structural diagram of a first connecting seat, a second connecting seat, and a third connecting seat of a mounting seat of a vehicle chassis testing device provided in an embodiment of the present utility model;

[0055] Figure 10 A schematic structural diagram of a fixture constituting a subframe connection portion of a vehicle chassis testing device provided by an embodiment of the present utility model;

[0056] Figure 11 A schematic structural diagram of a brake simulation oil circuit of a vehicle chassis testing device provided in an embodiment of the present utility model;

[0057] Figure 12 A schematic structural diagram of a steering simulation component of a vehicle chassis testing device provided in an embodiment of the present utility model.

[0058] Description of Reference Numerals

[0059] 10. Vehicle chassis testing device;

[0060] 100, mounting seat; 101, subframe connection; 102, clamp; 103, suspension connection; 104, connecting plate; 105, first diaphragm spring; 106, second diaphragm spring; 107, connecting block; 108, fixing block;

[0061] 110, first base; 120, second base; 130, first connecting base; 140, second connecting base; 150, third connecting base; 160, supporting member;

[0062] 200, wheel mounting components;

[0063] 210, wheel placement platform; 211, transmission block; 220, wheel mounting base; 230, first guide rail; 240, second guide rail; 250, connecting slider; 260, guide component; 261, telescopic guide rod; 262, guide rod seat;

[0064] 300, first loading component; 310, first loading mounting seat; 311, bearing seat; 320, first loading driving member; 330, first loading member; 340, first loading connecting rod;

[0065] 400, second loading component; 410, second loading mounting seat; 420, second loading driver; 430, second loading component; 440, second loading connecting rod;

[0066] 500, third loading component;

[0067] 600, brake simulation oil circuit; 610, pressure pump; 620, oil tank; 630, one-way valve; 640, first pressure sensor; 650, second pressure sensor; 660, three-way valve; 670, pressure relief valve; 680, brake caliper;

[0068] 700, steering simulation component; 710, steering drive component; 720, coupling; 730, connecting shaft; 740, steering fixed component; 750, torque sensor; 760, intermediate shaft;

[0069] X, first direction;

[0070] Y, second direction;

[0071] Z. Third direction. DETAILED DESCRIPTION

[0072] Chassis system-level verification is a critical component of modern vehicle development. Before a vehicle leaves the factory, it's necessary to verify the stresses of the entire chassis system under various complex operating conditions. Through chassis load simulation, we can more closely align with actual customer usage scenarios, accurately assess the performance of each chassis system component, and promptly identify potential design flaws and potential failures. This allows for optimization and improvement early in product development, ultimately enhancing the reliability and safety of the vehicle.

[0073] Existing test benches have certain limitations in simulating the forces acting on axle assemblies. In particular, the method of directly applying a pressure plate to the side surface of the wheel hub makes it difficult to accurately simulate the complex forces acting on the wheel under real driving conditions. This difference is mainly reflected in the following aspects:

[0074] Uneven distribution of stress points: In actual driving, the force on the wheel is evenly distributed through the contact surface between the tire and the ground. However, the pressure plate in the existing technology can only act on a local area of ​​the wheel hub, resulting in uneven distribution of stress points and unable to truly reflect the overall stress state of the wheel.

[0075] Lack of dynamic simulation: During real-world driving, the forces acting on the wheels change dynamically, including transient loads caused by uneven roads, vehicle acceleration and deceleration, and cornering. However, most existing test benches can only simulate static or quasi-static loads, making it difficult to accurately simulate the forces acting on the wheels under dynamic conditions.

[0076] To this end, the present invention provides a vehicle chassis testing device, comprising a mounting base and a pair of wheel mounting components arranged relative to each other along a first direction, the mounting base having a subframe connection portion for securing the subframe, each wheel mounting component comprising a wheel placement platform and a wheel mounting base, the wheel placement platform being used to place a wheel. Furthermore, the vehicle chassis testing device also comprises a wheel end load simulation device corresponding to the pair of wheel mounting components, the wheel end load simulation device comprising a first loading component connected to the corresponding wheel mounting component and capable of being linked to the wheel placement platform for movement in a first direction, a second loading component capable of being linked to the wheel placement platform for movement in a second direction, and a third loading component capable of being linked to the wheel mounting base and the wheel placement platform for movement in a third direction. The testing device transmits the load directly to the wheel via the wheel placement platform, thereby more realistically reflecting the stress conditions of the wheel and chassis system under various operating conditions.

[0077] Furthermore, by simulating loads in three directions, the test device can comprehensively evaluate the performance of various chassis system components, including suspension stiffness, damping characteristics, stability, and durability. This precise evaluation helps identify potential design flaws or performance bottlenecks, providing strong support for chassis system optimization and improvement.

[0078] In order to make the purpose, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0079] like Figure 1 As shown, the embodiment of the present utility model discloses a vehicle chassis testing device 10, comprising a mounting base 100 and a first direction (such as Figure 1 A pair of wheel mounting components 200 are positioned opposite each other (indicated by the X in the figure), and a subframe connection portion 101 is formed on the mounting base 100. Mounting base 100 serves as the basic support structure for the entire vehicle chassis testing device 10 and is securely mounted on the ground or a predetermined test platform. Subframe connection portion 101, provided on mounting base 100, is used to connect to and secure the subframe of the vehicle chassis, ensuring stability and accuracy during testing.

[0080] Each wheel mounting component 200 includes a wheel placement platform 210 and a wheel mounting base 220. The wheel placement platform 210 is used to place the wheel. The wheel placement platform 210 can be moved relative to the wheel mounting base 220 in a first direction and a second direction (eg, Figure 1 and moves with the wheel mounting base 220 in the third direction (as shown in FIG. Figure 1 The first direction, the second direction, and the third direction are arranged at intervals; wherein the first direction, the second direction, and the third direction are perpendicular to each other. It should be noted that, in this embodiment, the first direction and the second direction are directions in the horizontal plane, and the third direction is parallel to the vertical direction.

[0081] Specifically, the wheel placement platform 210 is used to accurately place the wheel to be tested. Its design allows the wheel to move freely in the horizontal plane (first direction and second direction) to simulate the dynamic changes of the tire during actual driving, and the wheel mounting base 220 is used to support the wheel placement platform 210. The two are spaced apart in the vertical direction (third direction).

[0082] In addition, the vehicle chassis testing device 10 also includes a wheel end load simulation device corresponding to a pair of wheel mounting components 200. The wheel end load simulation device includes a first loading component 300, a second loading component 400 and a third loading component 500 connected to the corresponding wheel mounting components 200. The first loading component 300 is transmission-connected to the wheel placement platform 210 and can be linked to move the wheel placement platform 210 in a first direction. The second loading component 400 is transmission-connected to the wheel placement platform 210 and can be linked to move the wheel placement platform 210 in a second direction. The third loading component 500 is transmission-connected to the wheel mounting base 220 and can be linked to move the wheel mounting base 220 and the wheel placement platform 210 in a third direction.

[0083] It should be noted that since a pair of wheel mounting components 200 are arranged at intervals along the first direction, the first direction is also the longitudinal direction of the actual vehicle, and the second direction is the lateral direction (axle direction) of the actual vehicle. The first loading component 300 is connected to the wheel placement platform 210 through a transmission, and can simulate the force conditions of the wheel in the left and right direction (first direction), such as the lateral force when turning. Therefore, the first loading component 300 can be understood as a lateral load simulation component; the second loading component 400 is connected to the wheel placement platform 210 through a transmission, but simulates the force of the wheel in the front and rear direction (second direction), such as acceleration, braking and other working conditions. Therefore, the second loading component 400 can be understood as a longitudinal load simulation component; the third loading component 500 directly acts on the wheel mounting base 220, and through linkage action, simulates the force of the wheel in the vertical direction (third direction), such as bumps caused by changes in vehicle load or uneven road surface. Therefore, the third loading component 500 can be understood as a vertical load simulation component.

[0084] When in use, the vehicle chassis testing device 10 is first fixedly connected to the subframe via the subframe connection portion 101 on the mounting base 100. A pair of coaxial wheels on the subframe are placed on corresponding wheel platforms 210. A first loading component 300 is used to move the wheel platforms 210 in a first direction to simulate the load on the wheels in the direction of the axle extension. A second loading component 400 is used to move the wheel platforms 210 in a second direction to simulate the load on the wheels perpendicular to the axle. A third loading component 500 is used to move the wheel mounting base 220 and the wheel platforms 210 in a third direction to simulate the load on the wheels in the vertical direction. Furthermore, the loads in each direction are transmitted to the wheels via the wheel platforms 210. Compared to the prior art, which uses a pressure plate acting on the side surface of the wheel hub, the vehicle chassis testing device 10 can more realistically simulate the excitation and loads experienced by the vehicle chassis under actual vehicle driving conditions, thereby more accurately evaluating the performance of various components of the chassis system.

[0085] The specific structure of the wheel mounting component 200 will be described in detail below.

[0086] More specifically, Figure 2-Figure 4 As shown, in this embodiment, the wheel placement platform 210 is formed with a first guide rail 230 extending along the first direction, and the wheel mounting base 220 is formed with a second guide rail 240 extending along the second direction. A connecting slider 250 is also provided between the wheel placement platform 210 and the wheel mounting base 220, and the connecting slider 250 is slidably engaged with both the first guide rail 230 and the second guide rail 240.

[0087] When the first loading component 300 moves in conjunction with the wheel platform 210 in the first direction, the wheel platform 210 can slide along the first guide rail 230 relative to the wheel mounting base 220. When the second loading component 400 moves in conjunction with the wheel platform 210 in the second direction, the wheel platform 210 can slide along the second guide rail 240 relative to the wheel mounting base 220. This structure allows the wheel platform 210 to move flexibly in the first and second directions relative to the wheel mounting base 220. The sliding in the first and second directions is independent and does not interfere with each other, ensuring the accuracy and reliability of the test and avoiding errors caused by interference between the two directions. In the horizontal direction, the load of any complex working condition can be decomposed into the first and second directions. This decomposition allows the wheel platform 210 to simulate the force conditions of the wheel under various complex working conditions, such as the bumps on irregular roads and the lateral forces during sharp turns.

[0088] Furthermore, since the first guide rail 230 and the second guide rail 240 can guide the movement of the wheel placement platform 210 in the first direction and the second direction, in order to improve the movement accuracy of the wheel mounting component 200 in the third direction, in the third direction, the wheel mounting base 220 is away from the side of the wheel placement platform 210, and a guide component 260 extending along the third direction is provided, so that when the third loading component 500 links the wheel mounting base 220 and the wheel placement platform 210 to move along the third direction, the guide component 260 can guide the movement of the wheel mounting base 220 and the wheel placement platform 210 in the third direction, thereby avoiding errors in the vertical movement of the wheel mounting base 220 and the wheel placement platform 210, thereby improving the accuracy and reliability of the test.

[0089] The guide member 260 will be described in detail below.

[0090] In this embodiment, the guide member 260 includes four telescopic guide rods 261 spaced apart along the circumference of the wheel mounting base 220. Each of the four telescopic guide rods 261 is slidably disposed within a guide rod seat 262. One end of each telescopic guide rod 261 is connected to the wheel mounting base 220 and is extendable and retractable along the third direction. The four telescopic guide rails provide guidance and restrict vertical rotation of the wheel mounting base 220. Of course, this embodiment does not limit the specific structure of the guide member 260.

[0091] More specifically, in this embodiment, the wheel placement platform 210 includes a mounting plate and a friction plate stacked in the third direction, the mounting plate is arranged toward the friction plate in the third direction, and the friction plate is detachably connected to the side of the mounting plate away from the wheel mounting base 220 along the third direction.

[0092] The mounting plate forms the foundation of the wheel platform 210, supporting the wheel and providing stable support. A friction plate is removably connected to the mounting plate along a third direction, facing away from the wheel mounting base 220. The friction plate is in direct contact with the wheel. By replacing the friction plate, the coefficient of friction between the wheel and the test surface can be precisely controlled, thereby ensuring the accuracy and repeatability of the test results. Friction characteristics under different road conditions can also be simulated by replacing friction plates with different friction coefficients. It should be noted that the surface of the friction plate contacting the wheel can be smooth or uneven, and the friction plate can be connected to the mounting plate via a removable connection such as a snap or screw connection, although this is not intended to be a limitation of this embodiment.

[0093] Furthermore, the shape of the wheel placement platform 210 can be rectangular, circular, elliptical, pentagonal or other shapes. Those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not make any specific limitations on this.

[0094] The specific structure of the wheel end load simulation device is described in detail below.

[0095] In this embodiment, the first loading component 300 includes a first loading mounting seat 310, a first loading driving member 320, a first loading member 330 and a first loading connecting rod 340, which are arranged on one side of the wheel mounting component 200 along the first direction. The first loading driving member 320 and the first loading member 330 are arranged on the first loading mounting seat 310, the first loading member 330 is hinged to the first loading mounting seat 310, one end of the first loading connecting rod 340 is hinged to the first loading member 330, and the other end is hinged to the edge of the wheel placement platform 210 along the first direction.

[0096] The first loading driving member 320 is hinged to the first loading member 330 and drives the first loading member 330 to swing around the hinge point between the first loading mounting seat 310 and the first loading connecting rod 340 to push the wheel placement platform 210 along the first direction.

[0097] The second loading component 400 includes a second loading mounting seat 410, a second loading driving member 420, a second loading member 430 and a second loading connecting rod 440, which are arranged on one side of the wheel mounting component 200 along the second direction. The second loading driving member 420 and the second loading member 430 are arranged on the second loading mounting seat 410, the second loading member 430 is hinged to the second loading mounting seat 410, and one end of the second loading connecting rod 440 is hinged to the second loading member 430, and the other end is hinged to the edge of the wheel placement platform 210 along the second direction.

[0098] The second loading driving member 420 is hinged to the second loading member 430 and drives the second loading member 430 to swing around the hinge point between the second loading mounting seat 410 and the second loading connecting rod 440 to push the wheel placement platform 210 along the second direction.

[0099] When the first loading driver 320 is activated, it drives the first loading member 330 to swing about its hinge point with the first loading mount 310. This swing is converted by the first loading link 340 into linear movement of the wheel platform 210 in the first direction, thereby achieving precise position adjustment of the wheel platform 210 in the first direction. When the second loading driver 420 is activated, it drives the second loading member 430 to swing about its hinge point with the second loading mount 410. This swing is converted by the second loading link 440 into linear movement of the wheel platform 210 in the second direction, thereby achieving precise position adjustment of the wheel platform 210 in the second direction. Through the coordinated operation of the first loading member 300 and the second loading member 400, the wheel platform 210 can move independently and precisely in two mutually perpendicular directions.

[0100] This design enables the wheel testing system to simulate wheel forces in various directions, including straight-line driving, cornering, lateral movement, and other operating conditions. Furthermore, because the two directions of movement are independent, test errors caused by interference between the two directions are avoided, improving test accuracy and reliability.

[0101] It should be noted that, in this embodiment, the first loading component 300 and the second loading component 400 have the same structure, and the only difference is that the directions of the loads applied to the wheel placement platform 210 are different.

[0102] For ease of understanding, the following description will be made by taking the first loading component 300 as an example.

[0103] like Figure 1 、 Figure 5-Figure 7 As shown, the first loading drive member 320 can be set as a hydraulic cylinder, a linear motor or an actuator with other linear output power, and the first loading mount 310 is provided with two bearing seats 311 spaced apart in the first direction, and each bearing seat 311 is fixed with a group of bearings (such as fisheye bearings), and a group of bearings is provided with a rotating shaft, wherein the first drive member is provided on the bearing seat 311 on the side close to the wheel mounting component 200, and the bearing seat 311 on the side away from the wheel mounting seat 100 is connected to the first loading member 330, the output end of the first loading drive member 320 is connected to the first loading member 330, and can link the first loading member 330 to swing around the hinge point between it and the first loading mount 310, and the first loading member 330 is hinged to the first loading link 340 on the side away from the first loading mount 310, and then when the first loading member 330 swings, it can link the first loading link 340 to push the wheel placement platform 210. It can be seen from this that the first loading member 330 is actually a component used to convert the direction of the load. Regarding its specific structure, those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not make any specific limitations on this.

[0104] Furthermore, if Figure 5 As shown, the first loading mounting seat 310 is a box-type structure. In order to increase the structural strength, a reinforcement structure is provided on the first loading mounting seat 310, such as triangular external reinforcement ribs and sheet-like internal reinforcement ribs welded on the first loading mounting seat 310. Regarding the specific structure of the reinforcement structure, those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not make specific limitations on this.

[0105] Furthermore, if Figure 2-Figure 4As shown, in this embodiment, a transmission block 211 is provided between the first loading link 340 and the wheel placement platform 210, the transmission block 211 and the first loading link 340 are hinged, and the transmission block 211 has a card slot that is adapted and fixed to the wheel placement platform 210, thereby stably connecting the first loading link 340 and the wheel placement platform 210, ensuring that the first loading link 340 can push the wheel placement platform 210 along the first direction.

[0106] It should be noted that the structure of the second loading component 400 is similar to that of the first loading component 300 and will not be described in detail here.

[0107] Of course, the loading component can also be configured as a driving structure that directly pushes the wheel placement platform 210. Regarding the specific structure of the loading component, this embodiment does not make any sole limitation thereto.

[0108] like Figure 1 As shown, in this embodiment, the third loading component 500 is located on a side of the wheel mounting base 220 facing away from the wheel placement platform 210 in the third direction. The output end of the third loading component 500 is fixedly connected to the wheel mounting base 220, and drives the wheel mounting base 220 to move in the third direction. It should be noted that the third loading component 500 may be another actuator that outputs power in a linear direction, such as a hydraulic cylinder or a linear motor. Those skilled in the art may design the third loading component based on actual conditions and specific requirements, and this embodiment does not impose any specific limitations thereto.

[0109] When the third loading component 500 is activated, a force along the third direction is generated and transmitted to the wheel mounting base 220 through the output end. This force causes the wheel mounting base 220 (together with the wheel placement platform 210 and the wheel) to move along the third direction as a whole, thereby more accurately simulating the movement state of the wheel in an actual vehicle, including driving conditions at different road heights, slopes or inclination angles.

[0110] Since the wheel mounting assembly 200 can move as a whole in three-dimensional space, the relative position between the wheel and the wheel mounting base 220 can be controlled more accurately, thereby reducing test errors and improving test accuracy.

[0111] The specific structure of the mounting base 100 is described in detail below.

[0112] like Figure 1 、 Figure 8 and Figure 9As shown, in this embodiment, the mounting base 100 includes a first base 110 and a second base 120 arranged at intervals along the second direction, a first connecting base 130 arranged on the first base 110, a second connecting base 140 arranged on the second base 120, and a third connecting base 150 arranged between the first connecting base 130 and the second connecting base 140.

[0113] The first connecting seat 130 is movable relative to the first base 110 in the second direction, the second connecting seat 140 is movable relative to the second base 120 in the second direction, and the third connecting seat 150 is movable relative to the first connecting seat 130 and the second connecting seat 140 in the third direction. It should be noted that the upper surfaces of the first connecting seat 130 and the second connecting seat 140 are formed with T-shaped guide grooves extending in the second direction, thereby facilitating the first connecting seat 130 to move relative to the first base 110 in the second direction and the second connecting seat 140 to move relative to the second base 120 in the second direction. T-shaped guide grooves extending in the third direction are formed on the opposing side walls of the first connecting seat 130 and the second connecting seat 140, thereby facilitating the first connecting seat 130 to move relative to the first connecting seat 130 and the second connecting seat 140 in the third direction.

[0114] Furthermore, a support member 160 is formed between the first connecting seat 130, the second connecting seat 140, and the third connecting seat 150. The support member 160 is provided with a clamp 102 constituting the subframe connecting portion 101. The third connecting seat 150 is formed with a suspension connecting portion 103. Regarding the specific structure of the suspension connecting portion 103, those skilled in the art may design it according to actual conditions and specific requirements, and this embodiment does not impose any specific limitations thereon.

[0115] The first base 110 and the second base 120 are spaced apart along the second direction. The first connecting base 130 is disposed on the first base 110, and the second connecting base 140 is disposed on the second base 120. Both connecting bases are movable relative to their respective bases in the second direction, allowing for precise position adjustment in the second direction to accommodate different testing requirements. The third connecting base 150 is disposed between the first connecting base 130 and the second connecting base 140. The third connecting base 150 is movable relative to the first connecting base 130 and the second connecting base 140 in the third direction, providing an additional degree of freedom for adjusting the height or tilt angle of the vehicle chassis testing apparatus 10.

[0116] Furthermore, the support member 160 disposed between the first connection base 130, the second connection base 140, and the third connection base 150 not only provides structural support but also allows relative movement between the various components. The clamp 102, which forms the subframe connection portion 101 on the support member 160, is used to secure or clamp the vehicle components to be tested (such as the subframe) to ensure that these components can be stably connected to the test system during the test. The suspension connection portion 103 formed on the third connection base 150 is used to connect to the suspension structure on the chassis, thereby improving the connection strength between the test device and the vehicle chassis.

[0117] Further, if Figure 9 As shown, support member 160 comprises a horizontally extending plate-like structure and a vertically extending support structure, with two ribs formed between the support structure and the plate-like structure. Support member 160 is connected to corresponding connection sockets via the support structure. The specific structure of support member 160 can be designed by those skilled in the art based on actual conditions and specific needs, and is not specifically limited in this embodiment.

[0118] like Figure 10 As shown, the clamp 102 includes a connecting plate 104 connected to the support member 160, a pair of first diaphragm springs 105 spaced apart along a first direction, and a pair of second diaphragm springs 106 spaced apart along a second direction. It should be noted that the diaphragm springs can be made of spring steel and have a C-shaped structure, i.e., thicker at the edges and thinner in the middle.

[0119] A connecting block 107 is provided between the pair of first diaphragm springs 105 , and the connecting plate 104 , the pair of first diaphragm springs 105 and the connecting block 107 are arranged to form a first installation cavity.

[0120] A pair of fixing blocks 108 are spaced apart along the third direction between the pair of second diaphragm springs 106 , and the pair of second diaphragm springs 106 and the pair of fixing blocks 108 are arranged to form a second installation cavity.

[0121] When clamp 102 is subjected to external forces (e.g., when clamping a component), first and second diaphragm springs 105 and 106 elastically deform, generating a clamping force. The first and second mounting cavities provide the necessary space for clamp 102 to accommodate the clamped component. By adjusting the preload or position of first and second diaphragm springs 105 and 106, the clamping force and direction can be precisely controlled. This clamp 102 simulates the connection structure to the vehicle chassis found on a real vehicle.

[0122] Further, if Figure 11As shown, in this embodiment, the vehicle chassis testing device 10 also includes a brake simulation oil circuit 600, which is provided with a pressure pump 610, an oil pot 620, and a one-way valve 630. On the brake simulation oil circuit 600, the downstream pipeline of the one-way valve 630 is connected to the oil pipe of the brake system. By setting up the brake simulation oil circuit 600, the actual performance of each component under the braking condition can be simulated when the vehicle chassis is tested.

[0123] More specifically, Figure 11 As shown, in this embodiment, the brake simulation oil circuit 600 is also provided with a first pressure sensor 640, a second pressure sensor 650, a three-way valve 660 and a pressure relief valve 670. The brake oil is output from the oil pot 620 and flows to the brake caliper 680 through the pressure pump 610, the one-way valve 630 and the three-way valve 660, thereby playing a braking role. The other end of the three-way valve 660 is linked to a bypass and returns to the oil pot 620 through the pressure relief valve 670. The first pressure sensor 640 is arranged between the one-way valve 630 and the three-way valve 660 to detect the pressure after oil injection, and the second pressure sensor 650 is arranged between the pressure relief valve 670 and the pressure pump 610 to detect the pressure after oil leakage.

[0124] Under braking conditions, the booster pump 610 of the brake simulation oil circuit 600 operates in a high-pressure state, causing the brake caliper 680 to tighten the brake friction disc. Under non-braking conditions, the brake simulation device does not operate.

[0125] Of course, regarding the specific structure of the brake simulation oil circuit 600, those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not make any specific limitations on this.

[0126] Further, if Figure 12 As shown, in this embodiment, the vehicle chassis testing device 10 also includes a steering simulation component 700, which includes a steering drive 710, a coupling 720 and a connecting shaft 730. One end of the coupling 720 is connected to the steering drive 710, and the other end is connected to the connecting shaft 730. The end of the connecting shaft 730 that is away from the coupling 720 is transmission-connected to the steering column of the steering system.

[0127] When testing the front subframe and a pair of steering wheels, the steering simulation component 700 can be used to link the pair of steering wheels for steering, thereby simulating the actual performance of each component under the steering condition.

[0128] More specifically, Figure 1 and Figure 12As shown, in this embodiment, the steering simulation assembly 700 further includes a steering fixture 740, a torque sensor 750, and an intermediate shaft 760. The output end of the steering driver 710 is engaged with one end of the coupling 720, the other end of the coupling is engaged with the input end of the torque sensor 750, the output end of the torque sensor 750 is connected to the input end of the intermediate shaft 760, and the output end of the intermediate shaft 760 is connected to one end of a connecting shaft 730. The intermediate shaft 760 passes through a bearing on the steering fixture 740. The other end of the connecting shaft 730 is provided with a spline, which is connected to the internal spline of the upper column in the steering system. The steering driver 710 is fixed to the upper end of the steering fixture 740, and the steering fixture 740 is connected to the second connecting seat 140. Of course, the specific structure of the steering simulation assembly 700 can be designed by those skilled in the art according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0129] Taking the subframe as an example, the subframe is connected to the mounting base 100 via the clamp 102. At the same time, a pair of wheels on the subframe are placed on corresponding wheel placement platforms 210. The steering drive 710 is controlled to simulate the rotation of the steering wheel, thereby adjusting the offset angle of the pair of steering wheels to ensure that they are in the same position as on the actual vehicle.

[0130] In summary, the utility model provides a vehicle chassis testing device 10, which also includes a controller (not shown in the figure) for controlling each simulation component. During use, the controller controls the actions of each loading component of the load simulation device, powers on the steering drive 710 and each electronic control system of the vehicle chassis, and ensures that the wheel end load simulation device is in the initial state to complete the debugging work before the test.

[0131] Specifically, the subframe is assembled onto the vehicle chassis test device 10, and the controller issues control instructions to control the various loading components of the wheel end load simulation device to perform high-frequency reciprocating motion. The sensor on the wheel placement platform 210 feeds back the load on the chassis;

[0132] Furthermore, the controller controls the steering driver 710 to simulate the rotation of the steering wheel during actual steering, and the angle sensor and torque sensor 750 in the steering simulation component 700 feed back the rotation angle of the simulated steering wheel and the torque value applied to the steering system;

[0133] In the case of a braking condition, the controller controls the brake simulation oil circuit 600 to increase pressure, and the caliper tightens the friction disc. When the braking condition ends, the controller controls the brake simulation oil circuit 600 to release pressure, and the caliper loosens the friction disc.

[0134] The controller sends vehicle CAN communication signals to each control unit on each vehicle, and receives feedback signals from the control units, as well as fault code information fed back by the faulty control units;

[0135] The controller controls each simulation component, and the signal value fed back by each sensor can represent that the force or movement form of the vehicle chassis on the test device is consistent with that when driving on the road. The debugging is completed, and the command signal sent by the controller to control each module is recorded. This signal serves as the starting signal for the vehicle chassis test device 10 to officially conduct the test.

[0136] At this time, the test piece on the vehicle chassis testing device 10 begins to be tested. The various loading components of the wheel load simulation device apply load to the wheel through the wheel placement platform 210 and record the feedback of various components on the vehicle chassis.

[0137] It should be noted that, in addition to the implementation methods of the present invention described in the above-mentioned specific embodiments, those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention is introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the present utility model. In order to provide an in-depth understanding of the present utility model, the above description contains many specific details, and the present utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments of the present utility model and the features in the embodiments can be combined with each other.

[0138] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0139] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as a limitation on the utility model.

[0140] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0141] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0142] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above description is provided to further illustrate the present invention in conjunction with specific embodiments, and that the present invention should not be construed as being limited to these descriptions. Those skilled in the art may make various changes in form and detail, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A vehicle chassis testing device, characterized in that: It comprises a mounting seat and a pair of wheel mounting components arranged opposite to each other along a first direction, wherein a sub-frame connecting portion is formed on the mounting seat; Each wheel mounting component includes a wheel placement platform and a wheel mounting base, wherein the wheel placement platform is used to place a wheel, the wheel placement platform is movable relative to the wheel mounting base in a first direction and a second direction, and is spaced apart from the wheel mounting base in a third direction; wherein the first direction, the second direction, and the third direction are perpendicular to each other. In addition, the vehicle chassis testing device also includes a wheel end load simulation device corresponding to the pair of wheel mounting components, and the wheel end load simulation device includes a first loading component, a second loading component and a third loading component connected to the corresponding wheel mounting components. The first loading component is transmission-connected to the wheel placement platform and can link the wheel placement platform to move along the first direction. The second loading component is transmission-connected to the wheel placement platform and can link the wheel placement platform to move along the second direction. The third loading component is transmission-connected to the wheel mounting base and can link the wheel mounting base and the wheel placement platform to move along the third direction.

2. The vehicle chassis testing device according to claim 1, wherein: The wheel placement platform is formed with a first guide rail extending along the first direction, and the wheel mounting base is formed with a second guide rail extending along the second direction. A connecting slider is also provided between the wheel placement platform and the wheel mounting base, and the connecting slider is slidably engaged with both the first guide rail and the second guide rail.

3. The vehicle chassis testing device according to claim 2, wherein: In the third direction, a guide component extending along the third direction is provided on a side of the wheel mounting base facing away from the wheel placement platform.

4. The vehicle chassis testing device according to claim 1, wherein: The first loading component includes a first loading mounting seat, a first loading driver, a first loading member, and a first loading connecting rod, which are arranged on one side of the wheel mounting member along the first direction. The first loading driver and the first loading member are arranged on the first loading mounting seat. The first loading member is hinged to the first loading mounting seat. One end of the first loading connecting rod is hinged to the first loading member, and the other end is hinged to the edge of the wheel placement platform along the first direction. The first loading driving member is hinged to the first loading member, and drives the first loading member to swing around the hinge point between the first loading mounting seat and the first loading connecting rod, thereby driving the wheel placement platform in the first direction. The second loading component includes a second loading mounting seat, a second loading driver, a second loading member, and a second loading connecting rod, which are arranged on one side of the wheel mounting member along the second direction. The second loading driver and the second loading member are arranged on the second loading mounting seat. The second loading member is hinged to the second loading mounting seat. One end of the second loading connecting rod is hinged to the second loading member, and the other end is hinged to the edge of the wheel placement platform along the second direction. The second loading driving member is hinged to the second loading member, and drives the second loading member to swing around the hinge point between the second loading member and the second loading mounting seat, thereby linking the second loading connecting rod to push the wheel placement platform along the second direction.

5. The vehicle chassis testing device according to claim 4, wherein: The third loading component is located on a side of the wheel mounting base away from the wheel placement platform in the third direction, and the output end of the third loading component is fixedly connected to the wheel mounting base and links the wheel mounting base to move along the third direction.

6. The vehicle chassis testing device according to claim 1, wherein: The wheel placement platform includes a mounting plate and a friction plate stacked in the third direction, the mounting plate is arranged toward the friction plate in the third direction, and the friction plate is detachably connected to the side of the mounting plate away from the wheel mounting base along the third direction.

7. The vehicle chassis testing device according to any one of claims 1 to 6, characterized in that: The mounting base includes a first base and a second base spaced apart along the second direction, a first connecting base provided on the first base, a second connecting base provided on the second base, and a third connecting base provided between the first connecting base and the second connecting base; wherein, The first connecting seat is movable relative to the first base along the second direction, the second connecting seat is movable relative to the second base along the second direction, and the third connecting seat is movable relative to the first connecting seat and the second connecting seat along the third direction; and A support member is formed between the first connecting seat, the second connecting seat and the third connecting seat. A clamp constituting the sub-frame connecting portion is provided on the support member. A suspension connecting portion is formed on the third connecting seat.

8. The vehicle chassis testing device according to claim 7, wherein: The clamp includes a connecting plate connected to the support member, a pair of first diaphragm springs spaced apart along the first direction, and a pair of second diaphragm springs spaced apart along the second direction, wherein: A connecting block is provided between the pair of first diaphragm springs, and the connecting plate, the pair of first diaphragm springs and the connecting block enclose a first installation cavity; A pair of fixing blocks are arranged between the pair of second diaphragm springs along the third direction at intervals, and the pair of second diaphragm springs and the pair of fixing blocks are arranged to form a second installation cavity.

9. The vehicle chassis testing device according to any one of claims 1 to 6, characterized in that: It also includes a brake simulation oil circuit, which is provided with a pressure pump, an oil pot, and a one-way valve. On the brake simulation oil circuit, a pipeline downstream of the one-way valve is connected to the oil pipe of the brake system.

10. The vehicle chassis testing device according to any one of claims 1 to 6, characterized in that: It also includes a steering simulation component, which includes a steering drive, a coupling and a connecting shaft. One end of the coupling is connected to the steering drive, and the other end is connected to the connecting shaft. The end of the connecting shaft facing away from the coupling is connected to the steering column of the steering system.

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