Detection device for electric vehicle shock absorber

Abstract

The utility model discloses a detection device for an electric automobile shock absorber, which comprises an operation frame with an opening on the side surface, a support table arranged on the inner bottom surface of the operation frame and a receiving groove used for receiving the bottom of the shock absorber, a control panel arranged on the top of the support table, and a plurality of contact rods arranged on the side surface of the support table, the contact rod is correspondingly arranged in the supporting table, the other side of the contact rod is in contact with the side of the shock absorber, and the output end of the first sensor is connected with the control panel; a pneumatic press is arranged at the top of the operation frame, the input end of the pneumatic press is connected with the control panel, an output shaft of the pneumatic press penetrates through the top face of the operation frame and faces the receiving groove, the peripheral side of the output shaft is fixedly sleeved with a square ring, the square ring is connected with a driving rod, and the driving rod is connected with a rotating assembly arranged on the side face of the operation frame. The output end of the rotating assembly is used for making contact with the side of the damper. The device is used for solving the technical problem that a linear driving mode of traditional equipment is difficult to reproduce multi-dimensional coupling impact in real driving.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber testing technology, specifically to a testing device for shock absorbers of electric vehicles. Background Technology

[0002] Electric vehicle shock absorbers require regular inspection to ensure safety and performance. Compared to traditional cars, electric vehicles, equipped with large battery packs, bear a greater load on their chassis, placing a higher burden on the shock absorber system. Failure in this system can easily lead to vehicle imbalance or damage to the battery structure. Furthermore, the low-noise nature of the electric motor makes abnormal noises from the shock absorbers more noticeable, while the frequent start-stop of the regenerative braking system accelerates component wear. Key inspection points include damping decay, sealing, and the condition of suspension connections. This prevents decreased driving stability, abnormal tire wear, and damage to delicate electronic components due to vibration, ensuring ride comfort and extending the lifespan of core components.

[0003] Traditional equipment often relies on unidirectional dynamic test benches to simulate compression-rebound cycles by preset amplitude and frequency. However, its linear drive mode is difficult to reproduce the multi-dimensional coupled impacts in real driving. For example, when a vehicle is in real driving conditions, it is subjected to lateral inertial forces and random road surface bumps and undulations, resulting in significant deviations between the measured values ​​of rebound damping force, speed and stroke and the actual working conditions. Utility Model Content

[0004] The purpose of this invention is to provide a testing device for shock absorbers in electric vehicles to solve the problems described in the background art.

[0005] The technical solution of this utility model is implemented as follows:

[0006] A detection device for a shock absorber of an electric vehicle includes an operating frame with a side opening. The bottom surface of the operating frame is provided with a support platform and a receiving groove for receiving the bottom of the shock absorber. The top of the support platform is provided with a control panel. The side of the support platform is provided with a plurality of contact rods. Each contact rod is connected to a first sensor built into the support platform. The other side of each contact rod contacts the side of the shock absorber. The output end of the first sensor is connected to the control panel.

[0007] A pneumatic press is provided on the top of the operating frame. The input end of the pneumatic press is connected to the control panel. The output shaft of the pneumatic press passes through the top surface of the operating frame and faces the receiving slot. A square ring is fixedly sleeved on the outer periphery of the output shaft. The square ring is connected to a drive rod. The drive rod is connected to a rotating assembly provided on the side of the operating frame. The output end of the rotating assembly is used to contact the side of the shock absorber.

[0008] A further technical solution is that the drive rod includes a horizontal bar and a vertical bar. One end of the horizontal bar is connected to the square ring, and the other end is connected to the top of the vertical bar. A rack is provided on the side of the vertical bar facing the inner wall of the operating frame and is used to drive the rotating assembly.

[0009] A further technical solution is that the rotating assembly includes a gear, the gear is rotatably connected within the operating frame, one side of the gear is provided with a striking rod, and the rack meshes with the gear.

[0010] A further technical solution is that the end of the striking rod away from the gear is provided with multiple protrusions.

[0011] A further technical solution is that the base plate of the operating frame is provided with a clamping assembly for clamping the bottom of the shock absorber.

[0012] A further technical solution is that the clamping assembly includes mutually symmetrical lead screws, one end of which is connected to an external actuation unit;

[0013] The two lead screws are connected by a connecting rod, and each lead screw is fitted with a sliding block on its outer circumference, with a clamping block on the top of the sliding block.

[0014] A further technical solution is that the clamping block is arc-shaped, and its inner arc surface is fitted with an anti-slip block.

[0015] A further technical solution is that the starting part includes a drive motor, and the output shaft of the drive motor extends into the bottom plate of the operating frame and is fixedly connected to the end of the lead screw.

[0016] A further technical solution is that a second sensor is provided on the periphery of the top surface of the contact groove. The second sensor is used to contact the bottom of the shock absorber, and the output end of the second sensor is connected to the control panel.

[0017] A further technical solution is that the bottom surface of the control panel is hinged to the top of the support platform.

[0018] The beneficial effects of this utility model are as follows:

[0019] 1. Place the shock absorber in the receiving slot of the operating frame, then start the pneumatic press via the control panel. The output shaft of the pneumatic press extends downwards to contact the top surface of the shock absorber, continuously compressing the shock absorber plate with pneumatic pressure to simulate pressure amplitude and frequency. During compression, the spring of the shock absorber touches the contact rod, which triggers the first sensor to send a pressure detection signal to the control panel. Simultaneously, as the output shaft of the shock absorber presses down, the drive rod drives the output end of the rotating component to strike the shock absorber, simulating lateral inertial force. The first sensor also sends a lateral inertial force detection signal to the control panel, thus simulating the compression spring amplitude and frequency. When the controller panel closes the pneumatic press, its output shaft automatically slides. When the shock absorber rebounds, it touches the contact rod and drives the rotating component to strike the shock absorber, simulating the rebound amplitude and frequency. This solves the problem that traditional equipment relies on a unidirectional dynamic test bench to simulate the compression-rebound cycle through preset amplitude and frequency, but its linear drive mode makes it difficult to reproduce the multi-dimensional coupled impact technology in real driving.

[0020] 2. Use clamping components to stably clamp the bottom of the shock absorber to ensure that the shock absorber can be tested stably. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall design of this utility model;

[0022] Figure 2 This is a top view of the sliding block and clamping block of this utility model.

[0023] In the diagram, 1. Operating frame; 2. Support platform; 3. Shock absorber; 4. Receiving slot; 5. Control panel; 6. Contact rod; 7. First sensor; 8. Pneumatic press; 9. Square ring; 10. Horizontal bar; 11. Vertical bar; 12. Gear; 13. Striking rod; 14. Protrusion; 15. Lead screw; 16. Connecting rod; 17. Sliding block; 18. Clamping block; 19. Drive motor; 20. Second sensor; 21. Anti-slip block. Detailed Implementation

[0024] To better understand the technical content of this utility model, specific embodiments are provided below, and the utility model will be further described in conjunction with the accompanying drawings.

[0025] See Figures 1 to 2This utility model provides a detection device for a shock absorber 3 in an electric vehicle, including an operating frame 1 with a side opening, a support platform 2 and a receiving groove 4 for receiving the bottom of the shock absorber 3 on the bottom surface of the operating frame 1, a control panel 5 on the top of the support platform 2, and multiple contact rods 6 on the side of the support platform 2. The contact rods 6 are connected to a first sensor 7 built into the support platform 2, and the other side contacts the side of the shock absorber 3. The output end of the first sensor 7 is connected to the control panel 5. A pneumatic press 8 is provided on the top of the operating frame 1. The input end of the pneumatic press 8 is connected to the control panel 5. The output shaft of the pneumatic press 8 passes through the top surface of the operating frame 1 and faces the receiving groove 4. A square ring 9 is fixedly sleeved on the outer periphery of the output shaft. The square ring 9 is connected to a drive rod. The drive rod is connected to a rotating component provided on the side of the operating frame 1. The output end of the rotating component is used to contact the side of the shock absorber 3.

[0026] It should be noted that the control panel 5 has a built-in controller, which can be an STM32 microcontroller or a SMART200 PLC controller.

[0027] The pneumatic press 8 can be model J1320 / GBWN.

[0028] Specifically, the shock absorber 3 is placed in the receiving slot 4 of the operating frame 1. Then, the pneumatic press 8 is started via the control panel 5. The output shaft of the pneumatic press 8 extends downward to contact the top surface of the shock absorber 3, and continuously compresses the shock absorber 3 plate with pneumatic pressure to simulate pressure amplitude and frequency. During the compression process, the spring of the shock absorber 3 touches the contact rod 6, and the contact rod 6 triggers the first sensor 7 to send a pressure detection signal to the control panel. At the same time, during the downward pressing of the output shaft of the shock absorber 3, the drive rod drives the output end of the rotating component to strike the shock absorber 3 to simulate lateral inertial force, and the first sensor 7 sends a lateral inertial force detection signal to the control panel 5, thereby simulating the compression spring amplitude and frequency. When the controller panel closes the pneumatic press 8, its output shaft automatically slides. When the shock absorber 3 rebounds, it touches the contact rod 6 and drives the rotating component to strike the shock absorber 3, which is used to simulate the rebound amplitude and frequency. This solves the problem that traditional equipment relies on a unidirectional dynamic test bench to simulate compression-rebound cycles by preset amplitude and frequency, but its linear drive mode makes it difficult to reproduce the multi-dimensional coupling impact machine technology in real driving.

[0029] Preferably, the drive rod includes a horizontal bar 10 and a vertical bar 11. One end of the horizontal bar 10 is connected to the square ring 9, and the other end is connected to the top of the vertical bar 11. The vertical bar 11 has a rack on its side facing the inner wall of the operating frame 1 and is used to drive the rotating assembly.

[0030] In one example, the pneumatic press 8 drives the vertical rod 11 to sink via the horizontal bar 10. The rack on the side of the vertical rod 11 drives the rotating assembly, causing the output end of the rotating assembly to strike the shock absorber 3, simulating the lateral inertial force on the shock absorber 3.

[0031] Furthermore, the rotating assembly includes a gear 12, which is rotatably connected within the operating frame 1. One side of the gear 12 is provided with a striking rod 13, and a rack meshes with the gear 12.

[0032] In one example, the rack, through meshing gear 12, drives the impact rod 13 to strike the shock absorber 3 as the rack drives the gear 12 to rotate, simulating the lateral inertial force on the spring portion of the shock absorber 3. The impact rod 13 can be rotated to strike the shock absorber 3 during both the downward and upward movement of the output shaft.

[0033] Furthermore, the end of the striking lever 13 away from the gear 12 is provided with a plurality of protrusions 14.

[0034] In this embodiment, when the striking rod 13 strikes the shock absorber 3, it contacts the shock absorber 3 through the protrusion 14 provided thereon, which is used to simulate the random road surface unevenness and oscillation force situation.

[0035] Preferably, the bottom plate of the operating frame 1 is provided with a clamping assembly for clamping the bottom of the shock absorber 3.

[0036] In this embodiment, a clamping assembly is used to stably clamp the bottom of the shock absorber 3 to ensure that the shock absorber 3 can be stably detected.

[0037] Furthermore, the clamping assembly includes symmetrical lead screws 15, one end of which is connected to an external actuation unit; the two lead screws 15 are connected by a connecting rod 16, and each lead screw 15 is fitted with a sliding block 17 on its outer circumference, and a clamping block 18 is provided on the top of the sliding block 17.

[0038] In this embodiment, the racks on the two lead screws 15 are arranged in opposite directions, which facilitates the relative sliding of the two sliding blocks 17 during rotation and clamps the bottom of the shock absorber 3.

[0039] In one example, the starting part drives the lead screw 15, which in turn drives the sliding block 17 to slide within the base plate of the operating frame 1, so that the clamping block 18 can stably clamp the bottom of the shock absorber 3.

[0040] Furthermore, the clamping block 18 is arc-shaped, and its inner arc surface is fitted with an anti-slip block 21.

[0041] It should be noted that the clamping block 18 is designed in an arc shape to fit the bottom of the shock absorber 3, thereby improving the stability of the clamping block 18 in holding the bottom of the shock absorber 3. At the same time, the rubber anti-slip block 21 on the concave surface of the clamping block further stabilizes the bottom of the shock absorber 3.

[0042] Furthermore, the starting unit includes a drive motor 19, the output shaft of which extends into the bottom plate of the operating frame 1 and is fixedly connected to the end of the lead screw 15.

[0043] It should be noted that the starting unit can use a drive motor 19 or a scaffold to drive the lead screw 15. Using a drive motor 19 can save time and effort.

[0044] Preferably, a second sensor 20 is provided on the periphery of the top surface of the contact groove. The second sensor 20 is used to contact the bottom of the shock absorber 3, and the output end of the second sensor 20 is connected to the control panel 5.

[0045] It should be noted that when the bottom of the shock absorber 3 extends into the receiving groove 4, the lateral force at its bottom is used to simulate the pressure between the shock absorber 3 and the wheel hub. When the impact rod 13 contacts the shock absorber 3, the lateral pressure on the bottom of the shock absorber 3 is transmitted as a pressure signal to the control panel 5 through the second sensor 20.

[0046] Preferably, the bottom surface of the control panel 5 is hinged to the top of the support platform 2.

[0047] It should be noted that the control panel 5 is hinged to the support platform 2, making it easy for staff to adjust the angle to the optimal position for viewing the screen.

[0048] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A testing device for shock absorbers in electric vehicles, characterized in that, The operating frame includes a side-opening operating frame. The bottom surface of the operating frame is provided with a support platform and a receiving groove for receiving the bottom of the shock absorber. The top of the support platform is provided with a control panel. The side of the support platform is provided with multiple contact rods. Each contact rod is connected to a first sensor built into the support platform. The other side of the contact rod contacts the side of the shock absorber. The output end of the first sensor is connected to the control panel. A pneumatic press is provided on the top of the operating frame. The input end of the pneumatic press is connected to the control panel. The output shaft of the pneumatic press passes through the top surface of the operating frame and faces the receiving slot. A square ring is fixedly sleeved on the outer periphery of the output shaft. The square ring is connected to a drive rod. The drive rod is connected to a rotating assembly provided on the side of the operating frame. The output end of the rotating assembly is used to contact the side of the shock absorber.

2. The detection device for electric vehicle shock absorbers according to claim 1, characterized in that, The drive rod includes a horizontal bar and a vertical bar. One end of the horizontal bar is connected to the square ring, and the other end is connected to the top of the vertical bar. A rack is provided on the side of the vertical bar facing the inner wall of the operating frame and is used to drive the rotating assembly.

3. The detection device for electric vehicle shock absorbers according to claim 2, characterized in that, The rotating assembly includes a gear, which is rotatably connected within the operating frame. One side of the gear is provided with a striking rod, and the rack meshes with the gear.

4. The detection device for electric vehicle shock absorbers according to claim 3, characterized in that, The striking rod has multiple protrusions at the end away from the gear.

5. A testing device for electric vehicle shock absorbers according to claim 1, characterized in that, The base plate of the operating frame is equipped with a clamping assembly for clamping the bottom of the shock absorber.

6. A testing device for electric vehicle shock absorbers according to claim 5, characterized in that, The clamping assembly includes mutually symmetrical lead screws, one end of which is connected to an external actuation unit; The two lead screws are connected by a connecting rod, and each lead screw is fitted with a sliding block on its outer circumference, with a clamping block on the top of the sliding block.

7. A testing device for electric vehicle shock absorbers according to claim 6, characterized in that, The clamping block is arc-shaped, and its inner arc surface is fitted with an anti-slip block.

8. A testing device for electric vehicle shock absorbers according to claim 6, characterized in that, The starting unit includes a drive motor, and the output shaft of the drive motor extends into the base plate of the operating frame and is fixedly connected to the end of the lead screw.

9. A testing device for electric vehicle shock absorbers according to claim 1, characterized in that, A second sensor is provided on the periphery of the top surface of the receiving slot. The second sensor is used to contact the bottom of the shock absorber, and the output end of the second sensor is connected to the control panel.

10. A testing device for electric vehicle shock absorbers according to claim 1, characterized in that, The bottom surface of the control panel is hinged to the top of the support platform.

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