Testing device for testing stay bar of automobile trunk

Abstract

The utility model relates to a test device for testing a stay bar of an automobile trunk, and has the following beneficial effects: the test device for testing the stay bar of the automobile trunk provides a convenient test platform for testing the stay bar of the automobile trunk; during testing, the first position adjusting mechanism and the second position adjusting mechanism are adjusted to simulate the installation error of the automobile trunk stay bar, the load conditions of the stay bar under different installation error conditions are tested by using the force measuring sensor, and the testing is convenient and reliable. The test device used for the automobile trunk stay bar test can accurately simulate the load condition in actual use, and the first position adjusting mechanism and the second position adjusting mechanism ensure the flexibility and the accuracy of the test, so that the quality and the performance of the automobile trunk stay bar can be improved; and the overall safety and the user experience of the automobile are improved.

Description

Technical Field

[0001] This utility model relates to a test device for testing the trunk support rod of an automobile, belonging to the field of automotive parts testing technology. Background Technology

[0002] The trunk strut is used for the automatic opening of the trunk lid. The quality of the strut directly affects the convenience and comfort of the user when opening and closing the trunk lid. The hinge positions at both ends of the trunk strut have a significant impact on its load-bearing capacity. The trunk strut, also known as an electric tailgate strut or hydraulic strut, is a key component used to support the trunk lid and maintain its stability when open. The selection and design of the hinge positions directly affect the mechanical properties and service life of the strut, influencing its mechanical performance, load distribution, suspension performance, and safety. Therefore, the hinge positions at both ends of the trunk strut have a significant impact on its load-bearing capacity. To study the mechanism by which the hinge positions at both ends of the trunk strut affect its load-bearing capacity, it is necessary to design an experimental device capable of adjusting the hinge positions at both ends of the strut. Utility Model Content

[0003] In view of the shortcomings of the prior art described above, the technical problem to be solved by this utility model is to provide a test device for testing the trunk support rod of an automobile, which can conveniently adjust the hinge position at both ends of the support rod to facilitate testing.

[0004] To achieve the above objectives, this utility model provides a test device for testing automobile trunk support rods, including a first connecting device and a second connecting device for connecting the automobile trunk support rod mechanism.

[0005] The first connecting device includes a first fixed base, a first position adjustment mechanism connected to the first fixed base, and a first connecting seat connected to the first position adjustment mechanism;

[0006] The second connecting device includes a second fixed base, a second position adjustment mechanism connected to the second fixed base, and a second connecting seat connected to the second position adjustment mechanism;

[0007] The car trunk support mechanism includes a support rod, a curved arm connecting frame, and a hinge frame. The first end of the support rod is hinged to a first connecting seat via a ball joint, and the tail end of the support rod is hinged to the curved arm connecting frame via a ball joint. The curved arm connecting frame is hinged to the hinge frame, and the hinge frame is bolted to a second connecting seat. The curved arm connecting frame is used to bear the simulated load and transmit it to the support rod. The first connecting seat rests against a force sensor, and the force sensor is used to detect the load force transmitted by the first connecting seat.

[0008] Preferably, the contact surface between the first connecting seat and the force sensor is perpendicular to the strut, and the center of the contact surface between the first connecting seat and the force sensor is located on the extension line of the strut's axis.

[0009] Preferably, the tail end of the strut is hinged to a first connection position on the curved arm connecting frame via a ball joint, the second connection position of the curved arm connecting frame is hinged to the hinge frame, and the third connection position of the curved arm connecting frame is used to bear the simulated load; the first connection position, the second connection position, and the third connection position form the three vertices of a triangle.

[0010] Preferably, both the first position adjustment mechanism and the second position adjustment mechanism include the following components:

[0011] The X-axis guide rail and the X-axis slider are slidably connected, and the Y-axis guide rail and the Y-axis slider are slidably connected. The Y-axis guide rail is disposed on top of the X-axis slider and is orthogonally arranged to the X-axis guide rail.

[0012] The X-axis slider is threadedly connected to an X-axis adjusting screw, which can adjust the X-axis position of the X-axis slider; the Y-axis slider is threadedly connected to a Y-axis adjusting screw, which can adjust the Y-axis position of the Y-axis slider.

[0013] More preferably, the X-axis slider is tightened by an X-axis clamping screw, and the X-axis clamping screw and the X-axis adjusting screw are respectively disposed on both sides of the X-axis slider along the X direction; the Y-axis slider is tightened by a Y-axis clamping screw, and the Y-axis clamping screw and the Y-axis adjusting screw are respectively disposed on both sides of the Y-axis slider along the Y direction.

[0014] More preferably, a limiting block is connected to the end of the X-axis guide rail, the limiting block is provided with a slot, and the X-axis adjusting screw is provided with two annular steps. The X-axis adjusting screw passes through the slot of the limiting block and the two annular steps are respectively located on both sides of the limiting block.

[0015] More preferably, a limiting block is connected to the end of the Y-guide rail, the limiting block is provided with a slot, the Y-direction adjusting screw is provided with two annular steps, the Y-direction adjusting screw passes through the slot of the limiting block and the two annular steps are respectively located on both sides of the limiting block.

[0016] More preferably, the X-guide rail is marked with scale lines to indicate the X-axis slider displacement, and the Y-guide rail is marked with scale lines to indicate the Y-axis slider displacement.

[0017] More preferably, the first connecting seat is slidably connected to the top of the Y-direction slider via an auxiliary guide rail extending along the X direction. The top of the Y-direction slider is also provided with a sensor connecting seat, and the force sensor is connected to the sensor connecting seat.

[0018] Furthermore, the sensor connector is fixed by an auxiliary support base, which is fixed on the first fixed base.

[0019] As described above, the testing device for testing car trunk support rods according to this utility model has the following beneficial effects: This testing device provides a convenient testing platform for testing car trunk support rods. During testing, adjusting the first and second position adjustment mechanisms can simulate the installation error of the car trunk support rod. A force sensor is used to test the load on the support rod under different installation error conditions. The testing is convenient and reliable. Therefore, this testing device can accurately simulate the load conditions in actual use. The first and second position adjustment mechanisms ensure the flexibility and accuracy of the test, which will help improve the quality and performance of car trunk support rods, thereby enhancing the overall safety of the car and the user experience. Attached Figure Description

[0020] Figure 1 The diagram shown is a structural schematic of a test device for testing the trunk support rod of an automobile according to this utility model.

[0021] Figure 2 The diagram shows a structural schematic of a test device for testing automotive trunk support rods according to this invention, with the viewing angle being from... Figure 1 The opposite side of the perspective.

[0022] Figure 3 The diagram shown is a structural schematic of the second position adjustment mechanism.

[0023] Component designation explanation

[0024] 1. Car trunk support mechanism

[0025] 2 First connecting device

[0026] 3 Second connecting device

[0027] 4 First fixed base

[0028] 5 First Connecting Seat

[0029] 6 Second fixed base

[0030] 7 Second Connecting Seat

[0031] 8 struts

[0032] 9. Bent arm connecting frame

[0033] 10. Hinged frame

[0034] 11 Force Sensor

[0035] 12 First connection position

[0036] 13 Second connection position

[0037] 14 Third connection position

[0038] 15-1 X-guide rail

[0039] 15-2 X-guide rail

[0040] 16-1 X-axis slider

[0041] 16-2 X-axis slider

[0042] 17-1 Y-guide rail

[0043] 17-2 Y-guide rail

[0044] 18-1 Y-axis slider

[0045] 18-2 Y-axis slider

[0046] 19-1 X-direction adjusting screw

[0047] 19-2 X-direction adjusting screw

[0048] 20-1 Y-axis adjusting screw

[0049] 20-2 Y-axis adjusting screw

[0050] 21-1 X-direction tightening screw

[0051] 21-2 X-direction tightening screw

[0052] 22-1 Y-direction tightening screw

[0053] 22-2 Y-direction tightening screw

[0054] 23 Limiting blocks

[0055] 24 card slots

[0056] 25. Circular steps

[0057] 26 Auxiliary guide rails

[0058] 27 Sensor connector

[0059] 28 Auxiliary support base Detailed Implementation

[0060] The following describes the implementation of the present invention through specific embodiments. People familiar with this technology can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0061] It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are merely for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Furthermore, the terms such as "upper," "lower," "left," "right," and "middle" used in this specification are merely for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this utility model.

[0062] like Figures 1 to 3 As shown, this utility model provides a test device for testing the trunk support rod of an automobile, including a first connecting device 2 and a second connecting device 3 for connecting the trunk support rod mechanism 1 of the automobile.

[0063] The first connecting device 2 includes a first fixed base 4, a first position adjustment mechanism is connected to the first fixed base 4, and a first connecting seat 5 is connected to the first position adjustment mechanism;

[0064] The second connecting device 3 includes a second fixed base 6, a second position adjustment mechanism is connected to the second fixed base 6, and a second connecting seat 7 is connected to the second position adjustment mechanism;

[0065] The car trunk support mechanism 1 includes a support rod 8, a curved arm connecting frame 9, and a hinge frame 10. The first end of the support rod 8 is hinged to the first connecting seat 5 via a ball joint, and the tail end of the support rod 8 is hinged to the curved arm connecting frame 9 via a ball joint. The curved arm connecting frame 9 is hinged to the hinge frame 10, and the hinge frame 10 is bolted to the second connecting seat 7. The curved arm connecting frame 9 is used to bear the simulated load and transmit it to the support rod 8. The first connecting seat 5 abuts against the force sensor 11, and the force sensor 11 is used to detect the load force transmitted by the first connecting seat 5.

[0066] This invention provides a testing device for testing automotive trunk support rods. Through first and second position adjustment mechanisms, it accurately simulates the installation error of the automotive trunk support rod 8. By installing a force sensor 11 at the first connecting seat 5, the force borne by the support rod 8 during the test can be directly measured. This data is crucial for evaluating the strength and durability of the support rod 8, allowing for a comprehensive evaluation of its performance. Therefore, this invention provides an efficient and reliable method for designing and testing automotive trunk support rods 8 by simulating the actual installation and use environment and load conditions of the support rod 8. This not only helps improve product quality but also enhances the user experience and safety.

[0067] In a preferred embodiment, the contact surface between the first connecting seat 5 and the force sensor 11 is perpendicular to the strut 8, and the center of the contact surface between the first connecting seat 5 and the force sensor 11 is located on the extension line of the axis of the strut 8. In this way, the simulated load applied to the curved arm connecting frame 9 is transmitted to the force sensor 11 through the strut 8, and the force sensor 11 can accurately measure the load borne by the strut 8.

[0068] Please refer to Figure 1 and Figure 2 The tail end of the strut 8 is hinged to the first connection position 12 on the curved arm connecting frame 9 via a ball joint. The second connection position 13 of the curved arm connecting frame 9 is hinged to the hinge frame 10. The second connection position 13 corresponds to the hinge position connecting the curved arm connecting frame 9 in the trunk of a car. The third connection position 14 of the curved arm connecting frame 9 is used to bear the simulated load. The first connection position 12, the second connection position 13, and the third connection position 14 form the three vertices of a triangle. Thus, when a simulated load of a car trunk lid is applied to the third connection position 14 of the curved arm connecting frame 9, the curved arm connecting frame 9 rotates around the second connection position 13, causing the strut 8 to apply a load to the force sensor.

[0069] Please refer to Figure 1 , Figure 2 and Figure 3Both the first and second position adjustment mechanisms include the following components: a slidingly connected X-axis guide rail 15-1 / 15-2 and an X-axis slider 16-1 / 16-2; and a slidingly connected Y-axis guide rail 17-1 / 17-2 and a Y-axis slider 18-1 / 18-2. The Y-axis guide rail 17-1 / 17-2 is disposed on top of the X-axis slider 16-1 / 16-2. The Y-axis guide rail 17-1 / 17-2 is connected to the X-axis guide rail 15-1 / 15-2. 2. Orthogonal arrangement; an X-axis adjusting screw 19-1 / 19-2 is threadedly connected to the X-axis slider 16-1 / 16-2, which can adjust the X-axis position of the X-axis slider 16-1 / 16-2; a Y-axis adjusting screw 20-1 / 20-2 is threadedly connected to the Y-axis slider 18-1 / 18-2, which can adjust the Y-axis position of the Y-axis slider 18-1 / 18-2. The hinge positions at both ends of the support rod 8 can be adjusted by adjusting the positions of the X-axis slider 16-1 / 16-2 and the Y-axis slider 18-1 / 18-2 through the first and second position adjustment mechanisms to simulate the installation error of the support rod 8. The basic structure and principle of the first and second position adjustment mechanisms are the same; a manual slide table from the prior art can be purchased as the first and second position adjustment mechanisms.

[0070] Please refer to Figures 1 to 3The X-axis slider 16-1 / 16-2 is tightened by the X-axis tightening screw 21-1 / 21-2. The X-axis tightening screw 21-1 / 21-2 and the X-axis adjusting screw 19-1 / 19-2 are respectively arranged on both sides of the X-axis slider 16-1 / 16-2 along the X direction. The Y-axis slider 18-1 / 18-2 is tightened by the Y-axis tightening screw 22-1 / 22-2. The Y-axis tightening screw 22-1 / 22-2 and the Y-axis adjusting screw 20-1 / 20-2 are respectively arranged on both sides of the Y-axis slider 18-1 / 18-2 along the Y direction. After adjusting the X-axis slider 16-1 / 16-2 and the Y-axis slider 18-1 / 18-2 into position using the X-axis adjusting screw 19-1 / 19-2 and the Y-axis adjusting screw 20-1 / 20-2, tighten the X-axis tightening screw 21-1 / 21-2 and the Y-axis tightening screw 22-1 / 22-2 to prevent the X-axis slider 16-1 / 16-2 and the Y-axis slider 18-1 / 18-2 from moving. A limiting block 23 is connected to the end of the X-axis guide rail 15-1 / 15-2. The limiting block 23 has a slot 24. The X-axis adjusting screw 19-1 / 19-2 has two annular steps 25. The X-axis adjusting screw 19-1 / 19-2 passes through the slot 24 of the limiting block 23, and the two annular steps 25 are located on both sides of the limiting block 23. Two annular steps 25 on the X-axis adjusting screw 19-1 / 19-2 are engaged on both sides of the slot 24 of the limiting block 23. Thus, when the X-axis adjusting screw 19-1 / 19-2 rotates, it cannot move axially, allowing the X-axis slider 16-1 / 16-2 to move. Similarly, a limiting block 23 is connected to the end of the Y-axis guide rail 17-1 / 17-2. The limiting block 23 has a slot 24, and the Y-axis adjusting screw 20-1 / 20-2 has two annular steps 25. The Y-axis adjusting screw 20-1 / 20-2 passes through the slot 24 of the limiting block 23, with the two annular steps 25 located on both sides of the limiting block 23. To facilitate adjustment of the displacement of the X-axis slider 16-1 / 16-2 and the Y-axis slider 18-1 / 18-2, the X-axis guide rail 15-1 / 15-2 is marked with scale lines to indicate the movement displacement of the X-axis slider 16-1 / 16-2, and the Y-axis guide rail 17-1 / 17-2 is marked with scale lines to indicate the movement displacement of the Y-axis slider 18-1 / 18-2.

[0071] like Figure 1 and Figure 2As shown, the first connecting seat 5 is slidably connected to the top of the Y-axis slider 18-1 via an auxiliary guide rail 26 extending along the X-direction. A sensor connecting seat 27 is also provided on the top of the Y-axis slider 18-1, and the force sensor 11 is connected to the sensor connecting seat 27. The sensor connecting seat 27 is fixed by an auxiliary support seat 28, which is fixed to the first fixed seat. The auxiliary support seat 28 enhances the sensor connecting seat 27's ability to withstand the load of the support rod 8, preventing deformation of the sensor connecting seat 27 due to stress and resulting in inaccurate measurement results.

[0072] Based on the technical solutions of the above embodiments, the technical solution of this utility model provides an efficient and reliable method for the design and testing of car trunk support rods by simulating the actual installation and use environment of the support rod and simulating the load conditions of the support rod. This not only helps to improve product quality, but also enhances the user experience and safety of consumers.

[0073] In summary, this utility model effectively overcomes the various shortcomings of the prior art and has high industrial application value.

[0074] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A test apparatus for testing automotive trunk struts, characterized in that, Includes a first connecting device and a second connecting device for connecting the trunk support mechanism of a car. The first connecting device includes a first fixed base, a first position adjustment mechanism connected to the first fixed base, and a first connecting seat connected to the first position adjustment mechanism; The second connecting device includes a second fixed base, a second position adjustment mechanism connected to the second fixed base, and a second connecting seat connected to the second position adjustment mechanism; The car trunk support mechanism includes a support rod, a curved arm connecting frame, and a hinge frame. The first end of the support rod is hinged to a first connecting seat via a ball joint, and the tail end of the support rod is hinged to the curved arm connecting frame via a ball joint. The curved arm connecting frame is hinged to the hinge frame, and the hinge frame is bolted to a second connecting seat. The curved arm connecting frame is used to bear the simulated load and transmit it to the support rod. The first connecting seat rests against a force sensor, and the force sensor is used to detect the load force transmitted by the first connecting seat.

2. The testing apparatus for testing automobile trunk support rods according to claim 1, characterized in that: The contact surface between the first connecting seat and the force sensor is perpendicular to the strut, and the center of the contact surface between the first connecting seat and the force sensor is located on the extension line of the strut's axis.

3. The testing apparatus for testing automobile trunk support rods according to claim 1, characterized in that: The tail end of the strut is hinged to the first connection position on the curved arm connecting frame via a ball joint. The second connection position of the curved arm connecting frame is hinged to the hinge frame. The third connection position of the curved arm connecting frame is used to bear the simulated load. The first connection position, the second connection position, and the third connection position form the three vertices of a triangle.

4. The testing apparatus for testing automobile trunk support rods according to claim 1, characterized in that: Both the first position adjustment mechanism and the second position adjustment mechanism include the following components: The X-axis guide rail and the X-axis slider are slidably connected, and the Y-axis guide rail and the Y-axis slider are slidably connected. The Y-axis guide rail is disposed on top of the X-axis slider and is orthogonally arranged to the X-axis guide rail. The X-axis slider is threadedly connected to an X-axis adjusting screw, which can adjust the X-axis position of the X-axis slider; the Y-axis slider is threadedly connected to a Y-axis adjusting screw, which can adjust the Y-axis position of the Y-axis slider.

5. The testing apparatus for testing automobile trunk support rods according to claim 4, characterized in that: The X-axis slider is tightened by the X-axis tightening screw, and the X-axis tightening screw and the X-axis adjusting screw are respectively arranged on both sides of the X-axis slider along the X direction; the Y-axis slider is tightened by the Y-axis tightening screw, and the Y-axis tightening screw and the Y-axis adjusting screw are respectively arranged on both sides of the Y-axis slider along the Y direction.

6. The testing apparatus for testing automobile trunk support rods according to claim 4, characterized in that; The end of the X-axis guide rail is connected to a limiting block with a slot. The X-axis adjusting screw has two annular steps. The X-axis adjusting screw passes through the slot of the limiting block and the two annular steps are located on both sides of the limiting block.

7. The testing apparatus for testing automobile trunk support rods according to claim 4, characterized in that: A limiting block is connected to the end of the Y-guide rail. The limiting block has a slot. The Y-adjusting screw has two annular steps. The Y-adjusting screw passes through the slot of the limiting block, and the two annular steps are located on both sides of the limiting block.

8. The testing apparatus for testing automobile trunk support rods according to claim 4, characterized in that: The X-axis guide rail is marked with scale lines to indicate the X-axis slider displacement, and the Y-axis guide rail is marked with scale lines to indicate the Y-axis slider displacement.

9. The testing apparatus for testing automobile trunk support rods according to claim 4, characterized in that: The first connecting seat is slidably connected to the top of the Y-direction slider via an auxiliary guide rail extending along the X direction. The top of the Y-direction slider is also provided with a sensor connecting seat, and the force sensor is connected to the sensor connecting seat.

10. The testing apparatus for testing automobile trunk support rods according to claim 9, characterized in that: The sensor connector is fixed by an auxiliary support base, which is fixed on a first fixed base.

Images